• 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:
    Wheel drive system, in particular for the taxiing of an aircraft comprising an engine block (22) carried by an unsprung part (14b) of a landing gear leg (14) of the aircraft and comprising an electric motor (26) and reduction means, and a clutch device (24) connecting the output shaft (26a) of the electric motor (26) to the wheel (12) via the reduction means. The clutch device (24) comprises a jaw mechanism (32, 34) comprising a driving part (32) integral with the engine block (22) and a receiving part (34) integral with the tire (12a) of the wheel (12). ), and a translation displacement system, along the axis of the axle cross member (20) of the landing gear leg (14), of the driving part (32) in an engaged position in which the driving part (32) ) cooperates with the receiving part (34) and a disengaged position in which the driving part (32) is separated from the receiving part (34).
    公开号:FR3022859A1
    申请号:FR1456209
    申请日:2014-06-30
    公开日:2016-01-01
    发明作者:Olivier Essinger；Patrick Marro；Claude Blanc
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of aircraft and in particular the motorization systems of a wheel during taxiing of the aircraft. There are generally several phases of ground taxiing of an aircraft before the take-off phase or after the landing phase: a phase of displacement at very low speed, for example less than 5 km / h, commonly called "maneuvering phase" Intended to move the aircraft from a parking / storage place to a loading zone and a phase of moving forward at low speed, for example of the order of 20 km / h, commonly called in English terms. Saxon "taxiing". The maneuvering phase can comprise a movement in reverse, for example to leave a building such as a storage shed and / or moving forward to reach a loading area. Displacements during the maneuvering phase are carried out at very low speeds and generally with the aid of persons lying on the ground outside the aircraft. The operating phase in reverse and / or forward at very low speed is generally carried out using a motor vehicle to direct the aircraft, such as for example a dedicated tractor called "tug" in English terms -saxons. One solution is to associate an electric motor to the wheel of the aircraft. However, the permanent connection between the wheel and the motor forces the electric motor to quickly reach a high rotational speed during a fast landing, for example 220 km / h and this requires the use of an electric motor capable of supporting a such speed. In addition, because of the permanent connection between the wheel and the motor, the wheel can be blocked in case of blockage of the electric motor or transmission means.
    [0002] In addition, such systems do not support the deformation of the strut and the wheel, especially during the various phases of maneuvering and / or taxiing on the ground such as bends and / or braking aircraft.
    [0003] Reference can be made to document FR 2 975 340, which describes a device for coupling in rotation of a gear wheel of a gearbox to a wheel of an aircraft comprising a plurality of connecting rods forming ball joints respectively with the rim. of the wheel and the output gear wheel.
    [0004] However, such a coupling device does not allow the drive system to adopt a disengaged position in which the engine block is uncoupled from the wheel, so that during high speed driving phases, such as for example the landing of the aircraft, the electric motor must be able to withstand such a speed. Reference can be made to document EP 2 527 249, which describes a disengageable interface mechanism between a wheel drive system of a landing gear of an airplane and a wheel comprising a geared motor and a clutch system. inside the gearmotor. The interface mechanism comprises a rotating part driven in rotation by the geared motor and a fixed part secured to the rim and cooperating permanently with the rotating part. The coupling between the geared motor and the wheel is achieved by the gearing between one of the intermediate gears of the geared motor and a gear wheel by means of locking systems for the rotation of the intermediate gears carried by a pendulum element hinged about the axis of rotation of the motor pinion and adjustable stops of the angular travel of the pendulum element. However, such a pivoting system is particularly complex and also does not support the deformation between the strut and the wheel. In addition, such a system requires a permanent cooperation between the rotating part of the interface mechanism and the rim of the wheel.
    [0005] Reference can be made to document WO 2011/073590, which proposes an autonomous motorization system for a wheel of an aircraft comprising a motor unit pivotally connected to an unsprung part of a strut, a driving member. , such as a ring gear secured to the rim of the wheel and a clutch device carried by the strut and for connecting the output shaft of the engine block to the drive member. The clutch system allows to engage or disengage the engine block of the wheel. The engine block is movable relative to the wheel via the drive member in a position engaged during movement to the ground at low speed and disengaged during landing or take-off. In order to compensate for the deformations of the landing gear, a constant velocity joint is arranged between the output gear of the engine block and the output shaft of the engine block supporting the output gear. However such a system is complex to achieve and requires the use of a plurality of rods mounted in rotation on the unsprung portion of the strut and the engine block.
    [0006] The present invention therefore aims to overcome these disadvantages. More particularly, the present invention aims to provide a wheel drive system, integrated in the landing gear and allowing the movement of the aircraft in the maneuvering phase and taxiing phase, while ensuring the protection of the engine system, for example during landing, take-off or movements of the aircraft at high speed. The present invention also aims to allow the engine system to withstand the deformation of the strut and the wheel, especially during the various phases of ground maneuvering and taxiing, such as bends and / or braking. 'aircraft.
    [0007] The invention relates to a wheel drive system, for the ground taxiing of an aircraft, comprising an engine block carried by an unsprung part of a landing gear leg of the aircraft and comprising an electric motor and means of reduction. The wheel drive system further comprises a clutch device connecting the output shaft of the electric motor to the wheel via the reduction means. The clutch device comprises a jaw mechanism comprising a driving portion integral with the engine block and a receiving portion integral with the tire of the wheel, and a translational movement system, along the axis of the cross axle of the leg train, the driving part in an engaged position in which the driving part cooperates with the receiving part and a disengaged position in which the driving part is separated from the receiving part. Such a motorization system is secured to the landing gear and more specifically to the axle beam carrying the wheel. It is therefore embedded directly on the aircraft. In one embodiment, the receiving portion comprises a plurality of damping pads projecting axially towards the driving portion. The damping pads are integral with one of the lateral flanks of the tire and spaced apart from each other so as to leave a space between two adjacent damping pads. The damping pads are, for example, made of rubber material and directly overmolded on the lateral side of the tire. The damping pads may be made of a material different from the material used for the tire, in particular at the lateral flanks. For example, the damping pads are made of a material having a hardness of 35 Shore A. In one embodiment, the driving portion comprises an annular portion or ring attached to the engine block and a plurality of coupling fingers or jaw fixed regularly on the conference of the ring and intended to engage in the engaged position of the wheel drive system, respectively in a slot between two adjacent damping pads of the receiving part.
    [0008] In one embodiment, the translational movement system comprises a connecting piece integral with the reduction housing of the engine block and mounted on the axle beam of the landing gear leg. The connecting piece can be mounted on two axes of guides integral with the landing gear leg, in particular of the axle beam. By way of non-limiting example, one of the two guide axes may be cylindrical and the second guide axis parallel to the first may have a shape with two planar surfaces oriented judiciously to avoid a hyperstatic construction and support all the better d any dimensional variations, especially thermal variations. In one embodiment, the movement system of the clutch device comprises an electric actuator fixed on the landing gear leg, in particular on the axle beam, and comprising an actuator rod mounted by sliding connection in the actuator and one end of which is attached to the connecting piece. The clutch device may comprise means for unlocking and locking in translation to maintain the wheel drive system in a disengaged position. The means for unlocking and locking in translation can be electrically actuatable. The locking in translation can be active for lack of current and the use of a spring. The means for unlocking and locking in translation comprise, for example, a jack integral with the connecting piece comprising a piston actuated by an electromagnet, a first end of which is connected to the jack body by a compression spring and a second end is intended to engage in a corresponding housing on one of the guide axes when the wheel drive system is in the non-engaged rest position. In one embodiment, the reduction means comprise a driving pinion linked to the output shaft of the electric motor, a planetary gearbox, for example having at least two reduction stages, driven in rotation by the driving pinion and driving in rotation. a ring gear with conical output of the reducer, of large diameter, via a gear with conical gear output of the reducer. The gear with conical gear output of the reducer meshes with the bevel gear ring gear output, allowing a bevel gear, for example 100 °. The driving part of the clutch device can be fixed permanently to the last reduction stage of the reduction means, such as, for example, the ring gear with conical output of the gearbox. Thus, the clutch device is external to the engine block. The power supply of the electric motor of the motorization system, as well as the displacement system and means for unlocking and locking in translation of the driving part in a non-engaged rest position can be done by means of a power supply present on the aircraft, such as an on-board battery or an auxiliary generator on board the aircraft. According to a second aspect, the invention relates to an aircraft comprising at least one wheel provided with a wheel drive system as described above. In one embodiment, the aircraft comprises at least one landing gear provided with two wheels of which at least one wheel is provided with a wheel drive system as described above. Other objects, features and advantages of the invention will become apparent on reading the following description, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 represents a perspective view a part of a landing gear of an aircraft equipped with two wheels and a wheel drive system according to the invention; - Figures 2 and 3 show a rear view of a portion of a landing gear according to Figure 1 illustrating the wheel drive system respectively in the disengaged position and engaged with the wheel; - Figure 4 shows a perspective view of a motorized wheel; - Figure 5 shows a sectional view V-V according to Figure 2; - Figure 6 shows in detail the clutch device of the wheel drive system according to the invention; - Figures 7 and 8 show sectional views VII-VII and VIII-VIII according to Figure 5 of the clutch device in the disengaged and engaged position; - Figure 9 shows a sectional view IX-IX according to Figure 5; and - Figure 10 shows a sectional view showing in detail the attachment of the driving part on the engine block. In the remainder of the description, the terms "longitudinal", "transverse", "vertical", "front", "rear", "left" and "right" refer to the usual orthogonal coordinate system of the aircraft, represented in Figure 1, and comprising: - a longitudinal axis X, horizontal and directed from the front to the rear of the aircraft; a transverse axis Y, horizontal, perpendicular to the axis X and directed from right to left of the aircraft moving forwardly; - Z axis, orthogonal to the X and Y and vertical axis directed from bottom to top.
    [0009] As illustrated in FIG. 1, part of a landing gear of an aircraft, which may be for example an airliner, referenced as a whole, comprises two wheels 12 of which only one is shown on the drawings, a train leg 14, supporting the wheels 12, a drive system 16 of one of the two wheels 12 for the ground taxi of the aircraft and a braking system 18 associated with each of the wheels, visible in detail on As a nonlimiting example, the landing gear can be one of the main trains of an aircraft comprising two main landing gear. The landing gear leg 14 includes a suspended portion 14a connected to the structure of the aircraft and making it possible to absorb the energy of the landing impact and the evolutions of the ground while ensuring maximum comfort for the passengers on board of the aircraft and an unsprung portion 14b connected to the suspended portion and having an axle cross member 20 extending along the horizontal axis Y of the aircraft. The two wheels 12 each comprise a tire 12a and a rim 12b inserted into the tire and rotatably mounted on the axle cross member 20 acting as a wheel axle via rolling bearings (not shown). The wheel drive system 16 is carried by the unsprung portion 14b of the landing gear leg 14 and comprises a power unit 22 and a clutch device 24 for coupling and uncoupling the output shaft of the engine with one of the wheels. 12. The motor unit 22 comprises an electric motor 26, such as for example a three-phase synchronous motor with permanent magnets, and reduction means which will be described in detail with reference to FIG. 10. The reduction means are housed in a housing. reduction device 28 secured to a connecting piece 30 to the axle cross member 20 of the landing gear leg 14. The clutch device 24 comprises a jaw mechanism comprising a driving portion 32 integral with the engine block 22 and a receiving portion 34 secured to the wheel 12, in particular the tire 12a. The clutch device 24 further comprises a displacement system in translation, along the axis of the axle crossmember 20 of the landing gear leg 14, of the driving part 32 in a disengaged or disengaged position, visible in FIG. 2, in which the driving part 32 is separated from the receiving part 34 and an engaged or engaged position, visible in FIG. 3, in which the driving part 32 cooperates with the receiving part 34.
    [0010] As shown in detail in FIG. 4, the receiving portion 34 comprises a plurality of damping pads 40, of generally parallelepipedal shape, arranged in a regular manner on one of the lateral flanks 12c of the tire, while leaving a gap or slot 38 between two adjoining damping pads 40.
    [0011] The damping pads are in the form of projections extending axially from one of the lateral flanks 12c of the tire 12a towards the driving portion 32. As illustrated, the damping pads 40 are directly overmolded on the lateral flank 12c . The damping pads may be made of a material different from the material used for the tire, particularly in terms of hardness, in order to transmit the torque to the wheel by contact with the driving part 32. In fact, the lateral flanks a tire are generally made of flexible rubber to withstand the deformations at each wheel revolution while being resistant to shocks. The damping pads 40 must therefore have a greater hardness than the rubber used for the lateral flanks. By way of non-limiting example, the damping pads may be made of rubber material having a hardness of 35 Shore A.
    [0012] As illustrated in detail in FIG. 10, the driving part 32 comprises a ring 42 fixed on the engine block 22 and a plurality of coupling fingers 44 or jaws fixed in a regular manner around the circumference of the ring 42, for example. fastening means 46, for example by bolts. Each coupling finger 44 comprises a fixing part (not referenced) to the ring 42 and a part (not referenced) projecting axially, along the horizontal axis Y, towards the receiving portion 34 and projecting radially towards the outside the driving portion 32. The coupling fingers 44 are intended to engage, in the engaged position of the wheel drive system 12, respectively in a slot 38 between two adjacent damping pads 40 of the receiving portion 34 The coupling fingers are made of metal material, such as for example steel.
    [0013] The rotation of the electric motor 26 is transmitted by contact between the coupling fingers 44 and the damping pads 40. Indeed, during the rotation of the electric motor 12, each coupling finger 44 presses on one side of a damping pad driving the wheel 12 in rotation.
    [0014] The compression of the damping pads 40 and the sliding of the fingers 44 make it possible to recover the deformations between the wheel 12 and the landing gear 14. Indeed, the deformation of the damping pads 40 supports the deformations of the landing gear 10 and the wheel 12.
    [0015] It is necessary to provide crenels 38 sufficiently large in the circumferential direction to be able to receive the coupling fingers 44 even when the deformations of the landing gear 10 are important. The connecting piece 30 attached to the axle beam 20 of the landing gear 14, seen in detail in Figure 5, has, in no way limiting, a particular shape in part of a circle in particular to minimize its weight. As illustrated in detail in FIG. 6, the clutch device displacement system 24 further comprises a remote actuated electric actuator 48 comprising an actuator rod 48a slidably mounted in the actuator 48 and one end of which is fixed to the connecting piece 30. The base of the actuator 48 is fixed to two fixing lugs 20a of the axle cross member 20. The electric actuator 48 is of the known type and will not be described further. . The displacement system of the clutch device 24 comprises two mutually translational guiding axes 50, each end 50a, 50b of which is respectively fixed to a fixing lug 20a of the axle crossmember 20, the crossbar of which axle 20 having four brackets 20a. As shown in detail in Figures 7 and 8, the connecting piece 30 comprises two housings 30a each for receiving a guide axis 50 between two bearings (not referenced). Thus, when the actuator rod 48a moves along the arrow F, the connecting piece 30, whose rotation is prohibited by the two guide pins 50, is moved in translation along the two guide pins 50 and forms Thus, a sliding connection with the axle cross member 20. The driving part 32 being integral with the connecting piece 30 by means of the engine block 22, the displacement system allows displacement in translation, along the axis of the cross member axle 20 of the landing gear leg 14, of the driving portion 32 relative to the receiving portion 34. The clutch device 24 comprises means for unlocking and locking in translation 52 to maintain the wheel drive system 12 in a disengaged position. The means for unlocking and locking in translation 52 comprise a jack 52a secured to the connecting piece 30 and actuated by an electromagnet (not referenced). One end of the piston 52b of the cylinder is connected to the cylinder body by a compression spring 52c. When the aircraft is not in the taxiing phase, or there is no current supplying the electromagnet, the end of the piston 52b is pressed against the outer surface of the upper guide axis 50. If the wheel drive system 12 is in a disengaged position, the end of the piston 52b fits into a corresponding hole 50c formed in the upper guide axis 50. Thus, the connecting piece 30 and therefore the part motor 32 can not move to the receiving portion 34. The mechanism internal to the cylinder 52a will not be further described. As illustrated, a first position detector 54a fixed on the cylinder 52a makes it possible to ensure that the end of the piston 52b is disengaged from the upper guide axis 50 and a second position detector 54b fixed on the landing gear. landing 14, for example on a bracket 20a, to confirm the disengaged position of the end of the piston 52b.
    [0016] The actuator 48 and the means for unlocking and locking in translation 52 can be supplied with electrical energy by a power source internal to the aircraft, such as, for example, the electricity produced, for example by the auxiliary electrical generating system. of the aircraft or an on-board battery or by any other energy source of the aircraft. During the taxiing phase, the driving part 32 moves with the aid of the actuator 48 of the displacement system towards the receiving part 34, so as to allow the rotation of the wheel 12 by the dog mechanism. . The drive of the wheel 12 is completely uncoupled during the takeoff, landing and flight phases. As shown in detail in FIG. 9, the reduction means comprise a driving pinion 56 connected to the output shaft of the motor 26a meshing with a two-stage planetary gearbox 60 rotating a conical toothed crown by the intermediate of a toothed bevel gear output gear reducer. As a variant, it would be possible to provide a lower or higher number of reduction stages between the motor pinion and the output ring of the gearbox.
    [0017] As illustrated, the planetary gearbox 60 with two reduction stages comprises a plurality of first planet gears 61 mounted free to rotate on axes (not shown) whose ends are integral with opposite grooves of a first planet carrier 62. The first planet gears 61, for example three in number, mesh with the drive pinion 56 and a first internal toothing 28a formed in the reduction casing 28, which is stationary in rotation. Alternatively, one could provide a ring gear fixed inside the reduction housing and immobilized in rotation. Thus, the rotation of the driving pinion 56 rotates the first planet carrier 62. The planetary gearbox 60 further comprises a plurality of second planet gears 63 free to rotate on axes (not shown) whose ends are integral with opposite grooves. a second planet carrier 64 rotatably mounted with respect to the first planet carrier 62 by rolling bearings (not referenced). The second planet gears 63, for example three in number, mesh with a toothing 62a of the first planet carrier 62 and a second inner toothing 28b formed in the reduction casing 28, which is stationary in rotation. Alternatively, one could provide a ring gear fixed inside the reduction housing. Thus, the rotation of the first planet carrier 62 causes the rotation of the second planet carrier 64. The planet gears 61, 63 comprise, on their periphery, teeth (not referenced) that can be straight or inclined. The second planet carrier 64 includes an outer spline 64a meshing with an inner spline 66a of an output shaft 66 of the gearbox rotatably mounted in the reduction housing 28 and carrying a bevel gear 67 of the output of the gearbox. The bevel gear 67 of the output of the reducer meshes with a conical gear ring 68 of gear output, allowing a bevel gear. The bevel gear ring 68 has a large diameter and is mounted in a crown housing 70 via a large diameter rolling bearing (not referenced). As illustrated, the connecting piece 30 is fixed to the crown housing 70. As illustrated, the pinion and the gearbox output ring 67, 68 use tapered teeth. Alternatively, one could provide any other type of similar teeth. As illustrated, the reduction system is aligned with the motor, so that the output shaft of the motor 26a, the two planet gears 62, 64 and the output shaft of the reducer 66 are coaxial. Alternatively, it could be provided that the reduction system is not aligned with the engine. The ring 42 of the driving part 32 of the clutch device 24 is permanently secured to the cone ring gear 68 of the gearbox output, so that the driving part 32 is rotated by the electric motor 26. via the means of reduction. Thus, the clutch device 24 is external to the engine block 22 since it is connected to the last reduction stage of the reduction means of the engine block.
    [0018] An example of attachment of the ring 42 of the driving part 32 of the clutch device 24 to the conical toothed crown 68 is illustrated in FIG. 10. However, it should be noted that any other fastening system could be provided. the attachment of the driving part to the bevel gear of the engine block.
    [0019] As illustrated and in no way limiting, the ring 42 comprises a plurality of radially outwardly extending attachment tabs 42a arranged so as to leave, between two adjacent tabs, a receiving space of a stud 68b integral with the conical toothed crown 68. The axial retention of the stud 68b in the receiving tabs 42a is achieved by an axial holding means 42b fixed to the conical toothed crown 68. As illustrated in FIG. 9, the braking system 18, associated with each of the wheels 12, is integral with the axle beam 20 and rotatably mounted by means of bearings (not shown) relative to the rim 12b of the associated wheel 12. It will be noted that that only the volume allocated to the braking system 18 has been shown in the figures, so that the braking system is not detailed and will not be further described.
    [0020] The method of interconnection or setting engaged position of the wheel drive system 12 during the taxiing phase is as follows: Initially, the driving portion 32 of the clutch system 24 is in the rest position, that is, ie in the disengaged position. This position is maintained by the unlocking and locking means 52. The coupling fingers 44 of the driving part 32 are rotated at a speed slightly different from the rotational speed of the wheel 12, which can be provided, for example, by a speed sensor (not shown). To this end, it would be possible to provide an electronically controlled speed adaptation system (not shown) associated with the clutch device, making it possible to control the speed of rotation of the electric motor as a function of the measured speed of rotation of the wheel. The torque of the electric motor 26 is then adjusted to the minimum, then the unlocking and locking means 52 are actuated in order to unlock the driving part 32 of the rest position, that is to say in order to retract the end of the piston 52b of the bore 50c formed in the upper guide axis 50. The driving part 32 is moved, via the connecting piece 30, according to the arrow F to the receiving portion 34 secured to the tire 12a using of the actuator 48. Upon the contact between the coupling fingers 44 of the driving part 32 and the damping pads 40 of the receiving part 34, the force of the actuator 48 is increased, a force that can be controlled using the motor control of the actuator. Due to the difference between the speed of rotation of the wheel and the speed of rotation of the driving part, the coupling fingers gradually engage in the slots of the receiving part. The engaged / engaged position can be detected for example by the encoder of the actuator motor.
    [0021] Thanks to the jaw mechanism, the wheel drive system accommodates deformations between the wheel and the landing gear leg by compressible elastic studs. The clutch / clutch of the driving part with the receiving part and the recovery of the deformations are made at a single place, at the tire. During flight phases other than the taxiing and grounding phases, the driving and receiving parts of the clutch device are completely separated from each other. In addition, the drive system adapts easily to existing landing gear, with little modification. The invention applies advantageously to an aircraft comprising two wheels, only one of which is powered by the motorization system described above. It could be provided that each wheel of the landing gear is provided with a wheel drive system as described above. It could also be provided that the landing gear of the aircraft comprises, in addition to the pair of motorized wheels, two twin wheels. The wheel drive system described can also be applied to an aircraft comprising a wheel provided with the wheel drive system. Indeed, it is possible to motorize only a front train having a single wheel or a pair of wheels, generally called "nose" or "nose" in Anglo-Saxon terms. It could be provided that said motorized wheel is direct, that is to say that it is associated with an orientation system, such as for example an electric jack.
    [0022] For an aircraft comprising at least one non-steerable main gear and a steerable gear, the motorization of the wheels is preferably carried out on at least one of the wheels of the main gear. The steerable train may, for example, be a tail wheel whose orientation may be blocked for example during the taxiing phase.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Wheel drive system, particularly for the ground taxiing of an aircraft comprising: an engine block (22) carried by an unsprung part (14b) of a landing gear leg (14) of the aircraft and comprising an engine electric motor (26) and reduction means, and a clutch device (24) connecting the output shaft (26a) of the electric motor (26) to the wheel (12) via the reduction means, characterized in that the clutch device (24) comprises a jaw mechanism (32, 34) comprising a driving part (32) integral with the engine block (22) and a receiving part (34) integral with the tire (12a) of the wheel (12), and a translational movement system, along the axis of the axle cross member (20) of the landing gear leg (14), of the driving portion (32) in an engaged position in which the portion motor (32) cooperates with the receiving part (34) and a disengaged position in which the driving part (32) is separated from the receiving part (34).
    [0002]
    2. Wheel drive system according to claim 1, wherein the receiving portion (34) comprises a plurality of damping pads (40) projecting axially towards the driving portion (32), integral with a lateral flank (12c). ) of the tire (12a) and spaced from each other to leave a slot (38) between two adjacent damping pads (40).
    [0003]
    3. Wheel drive system according to claim 2, wherein the damping pads (40) are made of rubber material and directly overmolded on the lateral flank (12c) of the tire (12a).
    [0004]
    4. Wheel drive system according to claim 3, wherein the damping pads (40) are made of a material different from the material used for the tire.
    [0005]
    A wheel drive system according to any one of claims 2 to 4, wherein the driving part (32) comprises a ring (42) fixed on the engine block (22) and a plurality of coupling fingers (44). fixed regularly on the circumference of the ring (42) and intended to engage, in the engaged position of the wheel drive system (12), respectively in a slot (38) between two adjacent damping pads ( 40) of the receiving part (34).
    [0006]
    6. Wheel drive system according to any one of claims 1 to 5, wherein the translational movement system comprises a connecting piece (30) integral with the reduction casing (28) of the engine block (22) and mounted in translation on the axle beam of the landing gear leg.
    [0007]
    7. Wheel drive system according to claim 6, wherein the connecting piece (30) is mounted in translation on two axes of guides (50) integral with the landing gear leg (14).
    [0008]
    A wheel drive system according to claim 6 or 7, wherein the clutch device displacement system (24) comprises an electric actuator (48) attached to the landing gear leg (14) and having a steering rod (24). actuator (48a) slidably mounted in the actuator and one end of which is attached to the connecting piece (30).
    [0009]
    A wheel drive system according to any one of the preceding claims, wherein the clutch device (24) comprises translational locking means (52) for maintaining the wheel drive system (12) in a disengaged position.
    [0010]
    10. Wheel drive system according to claims 9 and 7, wherein the translation locking means (52) comprise a jack (52a), integral with the connecting piece (30), comprising a piston (52b), operable by an electromagnet, a first end of which is connected to the jack body by a compression spring (52c) and a second end is intended to engage in a corresponding housing (50c) on one of the guide pins (50) when the wheel drive system (12) is in the non-engaged rest position.
    [0011]
    Wheel drive system according to one of the preceding claims, in which the reduction means comprise a driving gear (56) connected to the output shaft (26a) of the electric motor (26), a planetary gear ( 60) rotated by the drive pinion (56) and driving a conical gear ring gear (68) out of the gearbox through a bevel gear pinion (67) of the gearbox output.
    [0012]
    12. Wheel drive system according to claims 2 and 11, wherein the driving part (32) of the claw mechanism is fixed on the conical gear ring (68) output of the reducer.
    [0013]
    Wheel drive system according to claim 11 or 12, wherein the planetary gear (60) comprises at least two reduction stages.
    [0014]
    14. Aircraft comprising at least one wheel provided with a wheel drive system according to any one of the preceding claims.
    [0015]
    15. Aircraft according to claim 14, comprising at least one landing gear provided with two wheels, at least one wheel is provided with a wheel drive system according to any one of claims 1 to 13.
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    同族专利:
    公开号 | 公开日
    WO2016001192A1|2016-01-07|
    US20170129594A1|2017-05-11|
    CN106660631A|2017-05-10|
    US10442528B2|2019-10-15|
    CN106660631B|2019-04-19|
    EP3160842B1|2018-04-04|
    EP3160842A1|2017-05-03|
    FR3022859B1|2018-01-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    WO2011073587A1|2009-12-17|2011-06-23|Societe De Technologie Michelin|System for motorising a wheel connected to a suspension|
    FR2954236A1|2009-12-17|2011-06-24|Michelin Soc Tech|Coaxial wheel motorization system for main landing gear in airplane, has clutch device connecting output shaft of motor block to driving element, where motor block comprises electric motor arranged in axle crosspiece of wheel|
    FR2972389A1|2011-03-11|2012-09-14|Renault Sa|DEVICE FOR CONNECTING A WHEEL TO A MOTOR VEHICLE STRUCTURE|FR3073495A1|2017-11-14|2019-05-17|Safran Electrical & Power|AIRCRAFT LANDFILL|US1642645A|1926-02-26|1927-09-13|Constantinesco George|Unidirectional driving device|
    US1952434A|1931-04-20|1934-03-27|Free Wheeling Patents Corp|Transmission mechanism|
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    FR2975340B1|2011-05-20|2014-01-31|Messier Bugatti Dowty|DEVICE FOR COUPLING ROTATION FROM A CROWN TO A WHEEL AND AN AIRCRAFT ENGINEER WITH SUCH A DEVICE.|
    FR2975667B1|2011-05-27|2013-07-12|Airbus Operations Sas|DEBRASABLE INTERFACE DEVICE BETWEEN AN AIRCRAFT LANDING TRAIN WHEEL SYSTEM AND A WHEEL|
    GB201211501D0|2012-06-28|2012-08-08|Airbus Operations Ltd|Landing gear with a bi-directional clutch|
    KR20200029053A|2012-08-08|2020-03-17|에어버스 오퍼레이션즈 리미티드|Landing gear drive systems|
    FR2998870B1|2012-12-03|2015-01-09|Michelin & Cie|WHEEL MOTORIZATION SYSTEM, IN PARTICULAR AN AIRCRAFT|
    FR2998859B1|2012-12-05|2014-11-21|Michelin & Cie|ELECTRICAL ASSISTANCE DEVICE FOR BICYCLE AND ELECTRONICALLY ASSISTED BIKE EQUIPPED WITH SAID DEVICE|
    FR2998858B1|2012-12-05|2014-11-21|Michelin & Cie|ELECTRICAL ASSISTANCE DEVICE FOR BICYCLE AND ELECTRONICALLY ASSISTED BIKE EQUIPPED WITH SAID DEVICE|
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    FR3022858B1|2014-06-30|2018-01-05|Compagnie Generale Des Etablissements Michelin|WHEEL MOTORIZATION SYSTEM, IN PARTICULAR AN AIRCRAFT|FR3032686B1|2015-02-18|2017-03-10|Messier-Bugatti-Dowty|AIRCRAFT AIRCRAFT COMPRISING A TELESCOPIC LINEAR ROD|
    US11260967B1|2017-12-11|2022-03-01|James Robert Davis|No/low skid device|
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    法律状态:
    2015-06-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-01| PLSC| Search report ready|Effective date: 20160101 |
    2016-06-27| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-13| ST| Notification of lapse|Effective date: 20200206 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1456209|2014-06-30|
    FR1456209A|FR3022859B1|2014-06-30|2014-06-30|WHEEL MOTORIZATION SYSTEM, IN PARTICULAR AN AIRCRAFT|FR1456209A| FR3022859B1|2014-06-30|2014-06-30|WHEEL MOTORIZATION SYSTEM, IN PARTICULAR AN AIRCRAFT|
    US15/318,137| US10442528B2|2014-06-30|2015-06-30|Wheel drive system, in particular for an aircraft|
    CN201580035360.8A| CN106660631B|2014-06-30|2015-06-30|Especially it is used for the wheel drive system of aircraft|
    EP15732264.5A| EP3160842B1|2014-06-30|2015-06-30|Wheel drive system, in particular for an aircraft|
    PCT/EP2015/064782| WO2016001192A1|2014-06-30|2015-06-30|Wheel drive system, in particular for an aircraft|
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