• 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:
    Lander comprising at least: - a wheel mounted on an axle (3); - a brake comprising a torsion tube (9), friction members (11) mounted around the torsion tube, and at least one brake actuator (13) for selectively exerting a braking force on the friction members; - Rotational drive means of the wheel comprising an electric motor (14) which is connected to a rim (5) of the wheel (4) by a coupling member (15). The coupling member extends at least partially around the axle (3) between the axle and the torsion tube (9) of the brake.
    公开号:FR3026717A1
    申请号:FR1459503
    申请日:2014-10-03
    公开日:2016-04-08
    发明作者:Mathieu Daffos
    申请人:Messier Bugatti Dowty SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to the field of ground rotation drive systems of aircraft wheels. BACKGROUND OF THE INVENTION In order to reduce fuel consumption, carbon emissions and noise, aircraft manufacturers are attempting to develop electrical systems for rotating aircraft wheels and integrating them into the aircraft. systems to existing aircraft. The drive electrical systems studied typically comprise an electric motor associated with at least one wheel of a landing gear and coupling means for selectively coupling and uncoupling an output shaft of the engine and the rim of the associated wheel. The shaft and the rim are coupled during the taxiing phases, and uncoupled during the take-off, landing and when the aircraft is in flight. The design of such a training system must meet many constraints and overcome many major technical difficulties, some of which are briefly presented below. The increase in mass resulting from the installation of the drive system must be as small as possible, so that this increase in mass does not eliminate the benefits obtained in terms of fuel reduction. To limit the mass of the drive system, one seeks in particular to simplify the coupling means as much as possible. Thus drive system architectures have been studied and discarded in which the coupling means comprise tangential rods actuated by phase-shifting two rings via a complex mechanism. It is furthermore intended to limit as much as possible the number and the mass of the parts of the drive system permanently connected to the rim of the wheel, which have the same mechanical stresses as the wheel (speed, acceleration, shocks, vibrations). The use of such parts has a significant impact in the evaluation of the operating reliability of the undercarriage and the aircraft. It is also of course sought to minimize the mechanical stresses on the undercarriage by the parts of the drive system, to not reduce the life of these parts.
    [0002] It also attempts to design a space-saving drive system, because the space available on a landing gear between the leg of the undercarriage and the wheel is small, especially because of the presence of the actuator holder of the wheel brake. in the case of a braked wheel. It is also necessary to develop a drive system adapted to be installed on an existing undercarriage without this installation does not require to structurally modify the undercarriage, and without this installation does not require to make significant changes on the wheels and wheels. existing brakes. Such modifications are indeed particularly penalizing for aircraft manufacturers because they involve new developments and the implementation of new certification activities for the undercarriage, wheels and brakes. The costs associated with these new activities can significantly reduce the attractiveness for airlines of such a training system.
    [0003] OBJECT OF THE INVENTION The subject of the invention is an electrical system for driving in rotation an aircraft wheel which has a reduced mass and bulk, which comprises a limited number of parts permanently connected to the rim of the aircraft. wheel, which is installed on the undercarriage to suffer the least possible mechanical stress, and which is relatively simple to integrate on an existing undercarriage. SUMMARY OF THE INVENTION In order to achieve this goal, an aircraft undercarriage comprising at least: a wheel mounted on an axle for rotating about an axis of rotation X; a brake comprising a torsion tube extending around the axle, friction members mounted around the torsion tube and extending between the torsion tube and the wheel, and at least one braking actuator for selectively exerting a braking force on the friction members; - Rotating drive means of the wheel comprising an electric motor which is connected to a rim of the wheel by a coupling member. According to the invention, the coupling member extends at least partly around the axle between the axle and the torsion tube of the brake. Because of its integration around the axle whose diameter is relatively small, the coupling member has a significantly reduced space and mass compared for example to a coupling member used to implement a solution of meshing on a circumference of a side face of a rim of the wheel. The only parts permanently connected to the rim of the wheel are parts that allow to secure in rotation the coupling member and a portion of the rim which extends opposite the axle. These parts have a reduced mass and are limited in number because, once again, the position of the coupling member.
    [0004] As the coupling member extends at least partially between the axle and the torsion tube of the brake, it undergoes the effect of deformed a rim of the wheel and the axle (ovalization under load, relatively small deformations, etc.) relative to, e.g., deformed at a circumference of a side face of the rim. Finally, the integration of the coupling member does not require any major modification of the undercarriage, the wheel and the brake, because the coupling member is positioned in an available space between the axle and the tube of the coupling. torsion. It should be noted that, thanks to this position, the coupling member only very slightly impacts the air flow generated by a brake cooling device and therefore the cooling time of the friction members of the brake. which, again, facilitates the integration of the coupling member on the undercarriage. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood in the light of the following description with reference to the figures of the accompanying drawings, in which: FIG. 1 is a perspective view of an embodiment of the invention; FIG. 2 is a sectional view of an upper part of a coupling member which extends between an axle and a torsion tube of a brake of the undercarriage of the invention according to a first embodiment of FIG. production ; - Figure 3 is a view similar to Figure 2 for a second embodiment of the undercarriage of the invention; - Figure 4 is a view similar to Figure 2 for a third embodiment of the undercarriage of the invention.
    [0005] DETAILED DESCRIPTION OF THE INVENTION With reference to FIGS. 1 and 2, the undercarriage 1 of the invention according to a first embodiment here conventionally comprises a box articulated to the structure of an aircraft in which a sliding rod 2 is mounted telescopically sliding. The sliding rod 2, represented here in fully retracted position, carries at its end an axle 3 on which are mounted two wheels 4.
    [0006] Each wheel 4 comprises a rim 5 which carries a tire 6 and which is mounted to rotate on the axle 3 by means of bearings around an axis X. Each wheel 4 is furthermore equipped with a brake 7 adapted to brake the wheel. wheel 4.
    [0007] The brake 7 comprises a support comprising an actuator holder 8 and a torsion tube 9 extending around the axle 3. The brake 7 furthermore comprises friction members 11 mounted around the torsion tube 9 and which extend between the torsion tube 9 and the wheel 4, in this case a stack of carbon discs 11. The brake 7 further comprises at least one brake actuator 13, in this case a plurality of brake actuators 13 intended to selectively exert a braking force on the stack of discs 11 to slow the rotation of the wheel 4 and braking the aircraft. The landing gear 1 is furthermore equipped with means for rotating the two wheels 4, intended to drive the two wheels 4 in rotation when the aircraft is on the ground.
    [0008] On the undercarriage 1, the rotary drive means comprise a single electric motor 14 associated with the two wheels 4, and two coupling members 15 each of which make it possible to connect an output shaft of the electric motor to a rim 5 of FIG. a wheel 4.
    [0009] The electric motor 14 is positioned at the bottom of the undercarriage 1 at a central portion of the axle 3. The output shaft of the electric motor 14 rotates about an orthogonal axis Y to the X axis. coupling member 15 of each wheel 4 comprises gears 16 forming a first reduction stage and a second reduction stage, said gears 16 being formed of pinions placed inside a single reduction box 17 positioned at the bottom. The gears also rotate about an axis orthogonal to the axis X. The coupling member 15 further comprises a drive shaft 18 comprising a toothed portion 19 and a tubular portion 20 which extends at least in part, in this case entirely, around the axle 3 between the axle 3 and the actuator holder 8. The toothed portion 19 constitutes a part of a gearing gear of angle at 90 °, said angle gear gear forming a third my floor of reduction.
    [0010] The first reduction stage, the second reduction stage and the third reduction stage are intended to modify a motor torque produced by the electric motor 14 so as to generate a driving torque adapted to drive each wheel 4 in rotation, and to transmit this driving torque perpendicular to the Y axis of the output shaft of the electric motor 14. The tubular portion 20 of the drive shaft 18 is separated from the axle 3 on the one hand and the actuator holder 8 on the other hand by bearings 23 allowing rotation of the drive shaft 18 relative to the axle 3 and relative to the actuator holder 8. The coupling member 15 comprises in in addition to a driving body 25 comprising a cylindrical portion 26 which extends around the axle 3 and a base 27 perpendicular to the axle 3. The driving body 25 is secured in rotation to the drive shaft. 18 by means of a passive dog 28 which facilitates disassembly of the coupling member 15.
    [0011] The cylindrical portion 26 of the driving body 25 is separated from the torsion tube 9 by bearings 30 allowing rotation of the cylindrical portion 26 with respect to the torsion tube 9. The transmission of the driving torque is achieved via the coupling member 15 which extends between the axle 3 and the actuator holder 8 and between the axle 3 and the torsion tube 9. The coupling member 15 thus undergoes the effect of deformations of the rim 5 (ovality under load, turning deformations, etc.) and axle 3 relatively small compared, for example, to the effect of deformed at a circumference of a side face of the rim 5. It will be noted here that unlike a meshing solution on the circumference of the side face of the rim 5, lubrication of the gears 16 constituting the first reduction stage, the second reduction stage and the third reduction stage is facilitated. by the reduced diameter of these eng This reduced diameter also makes it possible to position the first reduction stage and the second reduction stage in the reduction box 17 which protects these reduction stages of the physical and chemical aggressions associated with the environment of the undercarriage 1. L coupling member 15 finally comprises a clutch member 35 for selectively securing the cylindrical portion 26 of the driving body 25 to the rim 5 of the wheel 4, and therefore the output shaft of the electric motor 14 to the rim 5 of the wheel 4. The clutch member 35 includes clutch disks comprising a plurality of first clutch disks 36 and the second clutch disks 37 form a dry multi-disk clutch. The clutch member 35 is actuated by a clutch actuator 40 carried by the actuator holder 8 of the brake 7. The clutch actuator 40 is mounted on an inner face 41 of the actuator holder 8. By inner face here is meant a face of the actuator holder 8 which extends opposite the stack of carbon discs 11 and the torsion tube 9. The clutch actuator 40 is positioned on this inner face 41 between the tube 9 and the axle 3. The clutch actuator 40 is a hydraulic actuator fed by a supply duct 44 running partly on the actuator holder 8.
    [0012] The hydraulic actuator 40 comprises a piston 45 cooperating with an axial rotational abutment 46 (here an axial stop with needles) positioned on a press interface 47 having a pusher 48 which extends through the base 27 of the body. training 25.
    [0013] When it is necessary to secure the cylindrical portion 26 of the driving body 25 to the rim 5 of the wheel 4, the hydraulic actuator 40 is energized and the piston 45 pushes the axial rotation abutment 46 against the interface of press 47. The pusher 48 of the press interface 47 then exerts an axial force on one of the first clutch disks 36. This friction force rotatably secures the first clutch disks 36 and the second disks. clutch 37 and thus the driving body 25 and the rim 5 of the wheel 4. The driving torque from the engine torque is thus transmitted to the wheel 4 which is rotated. When the cylindrical portion 26 of the driving body 25 of the rim 5 of the wheel 4 has to be disengaged, the hydraulic actuator 40 is no longer powered. A return spring 49, positioned here between the press interface 47 and the base 27 of the driving body 25, recalls the press interface 47 and the piston 45 in a retracted position in which no axial force is exerted. on the first clutch disks 36. Note that the cylindrical portion 26 of the drive body 25 and the rim 5 of the wheel 4 are separated by default (technology "fail-safe" type): if the actuator d clutch 40 is not powered, the decoupling is performed automatically. In the absence of a force applied axially on the first clutch discs 36 and the second clutch disks 37, an accidental connection of the driving body 25 and the rim 5 of the wheel 4 is impossible, even under deformation of the rim 5 and the axle 3. Thus, in the event of a malfunction impacting the electric motor 14, the coupling member 15 or the clutch actuator 40, the driving in rotation of the 4 wheel is no longer insured but the rotation of the wheel 4 is not prevented by a frictional force exerted accidentally. The pair of materials used to make the first clutch disks 36 and the second clutch disks 37 makes it possible to give the first clutch disks 36 and the second clutch disks 37 a high coefficient of friction. The pair of materials is preferably a carbon / steel or carbon / carbon or steel / steel pair. The higher the coefficient of friction, the greater the axial frictional force required to make the first clutch disks 36 and the second clutch discs 37 stiffer for a given drive torque to be transmitted. 5. In other words, the greater the coefficient of friction and / or the axial friction force is important, for the same number of first clutch discs 36 and second clutch discs 37, the greater the torque drive is important. The use of this multi-disc clutch member does not require a fine synchronization between the speed of rotation of the output shaft of the electric motor 14 and the speed of rotation of the wheel 4 before they are secured. It is therefore not necessary to measure very precisely the rotation speed of the wheel 4. The control of the clutch member 35 consists in roughly synchronizing the rotational speed of the output shaft of the electric motor 14 and the speed of rotation of the wheel 4, to engage without torque, then to transmit the driving torque to the wheel 4. The clutch member 35 is thus very little used in sliding, which limits the wear of the first discs clutch 36 and second clutch disks 37, which can therefore be relatively thin and light.
    [0014] The heating of the clutch member 35 is of little importance because it is limited to the synchronization phase. It will be noted that, unlike a meshing solution on the circumference of the side face of the rim, the coupling member 15, the clutch actuator 40 and the clutch member 35 are protected here. physical and chemical aggression associated with the environment of the undercarriage 1. This protection is provided by the position of these equipment between the axle 3 and the actuator holder 8 or the torsion tube 9 and, as far as the first reduction stage and the second reduction stage, thanks to their integration within the reduction box 17. In a second embodiment of the undercarriage of the invention, visible in FIG. 3, the actuator of FIG. clutch 40 'is a hydraulic actuator 40' which is this time mounted not on the inner face 41 of the actuator holder but on an outer face 51 which extends opposite the leg of the undercarriage. The hydraulic actuator 40 'comprises a piston 45' and a pad 57 'having a length sufficient to extend from the outer face 51 of the actuator holder 8 to the axial rotation stop 46' and the interface press 47 'through an opening 55 made for this purpose in the actuator holder 8.
    [0015] In a third embodiment of the undercarriage of the invention, the clutch actuator 40 "is positioned as in the second embodiment, but this time is an electromechanical actuator 40" comprising an electric motor 52 and a motor. The ball ramp mechanism 53 provides the pad 57 "with axial movement so that the clutch actuator 40" pushes the pad 57 "against the press interface 47" through axial axial stop 46 ".
    [0016] The invention is not limited to the particular embodiments which have just been described, but quite the contrary covers any variant within the scope of the invention as defined by the claims. Although it has been indicated that the clutch member comprises a plurality of first clutch discs and a plurality of second clutch discs, a clutch member may be used comprising a single disc integral with the clutch disc. coupling member and a single disk integral in rotation with the rim of the wheel. The clutch member may well be a wet multi-disc clutch. Although it has been indicated that the third reduction stage comprises a 90 ° bevel gear, the use of another angle is possible to adapt the integration of the coupling member to a particular arrangement. drive means on the undercarriage. All types of bevel gears are usable: bevel gear, hypoid gear, face gear, etc.5
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. An aircraft landing gear comprising at least: - a wheel (4) mounted on an axle (3) for rotation about an axis of rotation X; - a brake (7) comprising a torsion tube (9) extending around the axle (3), friction members (11) mounted around the torsion tube (9) and extending between the tube torsion device (9) and the wheel (4), and at least one brake actuator (13) for selectively exerting a braking force on the friction members; - Rotary drive means of the wheel comprising an electric motor (14) which is connected to a rim (5) of the wheel (4) by a coupling member (15), characterized in that the member the coupling (15) extends at least partially around the axle (3) between the axle and the torsion tube (9) of the brake.
    [0002]
    An aircraft landing gear according to claim 1, wherein the coupling member (15) comprises a clutch member (35) for selectively securing the electric motor to the rim of the wheel, the clutch member clutch extending opposite the torsion tube.
    [0003]
    Aircraft landing gear according to claim 2, wherein the clutch member comprises clutch discs comprising at least a first clutch disc (36) rotationally integral with the coupling member and at least one clutch disc (36) integral in rotation with the coupling member and at least one a second clutch disc (37) integral in rotation with the rim of the wheel. 35
    [0004]
    4. Aircraft landing gear according to one of claims 2 or 3, wherein the brake comprises an actuator holder (8) carrying the brake actuator (13), and wherein the clutch member is actuated by a clutch actuator (40; 40 '; 40 ") carried by the actuator holder.
    [0005]
    A landing gear according to claim 4, wherein the clutch actuator is mounted on an inner face (41) of the actuator holder (8) and extends between the axle and the torsion tube of the brake.
    [0006]
    6. Landing gear according to claim 4, wherein the clutch actuator is mounted on an outer face (51) of the actuator holder.
    [0007]
    Aircraft landing gear according to one of claims 4 to 6, wherein the coupling member (15) comprises a drive shaft (18) comprising a toothed portion (19) and a tubular portion (20). extending at least partly around the axle between the axle and the actuator holder.
    [0008]
    A landing gear according to claim 7, wherein the toothed portion (19) belongs to a bevel gear.
    [0009]
    9. Aircraft landing gear according to one of the preceding claims, wherein the output shaft of the electric motor (14) and the axis of rotation (X) of the wheel (4) are orthogonal.
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    同族专利:
    公开号 | 公开日
    US20160096619A1|2016-04-07|
    EP3002215B1|2017-03-22|
    CN105480411A|2016-04-13|
    US9862484B2|2018-01-09|
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    CN105480411B|2017-10-13|
    FR3026717B1|2016-11-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2011030365A2|2009-09-10|2011-03-17|Mario Gaia|Device and method for a rotation of the wheels of the landing gear of aircraft|
    EP2460723A1|2010-12-06|2012-06-06|Messier-Bugatti-Dowty|Device for braking/powering an aircraft wheel.|
    WO2012098198A2|2011-01-21|2012-07-26|Messier-Bugatti-Dowty|Device for braking and rotating an aircraft wheel|EP3339169B1|2016-12-23|2019-08-07|Safran Landing Systems|Aircraft landing gear provided with a braked wheel|US3977631A|1975-06-04|1976-08-31|The Boeing Company|Aircraft wheel drive apparatus and method|
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    FR2984277B1|2011-12-15|2014-06-06|Messier Bugatti Dowty|DEVICE FOR SELECTIVE CONNECTION OF A MOTOREDUCTEUR TO AN AIRCRAFT WHEEL, TO PERMIT ITS SELECTIVE TRAINING BY THE MOTOREDUCER.|
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    US9670975B1|2015-12-21|2017-06-06|Goodrich Corporation|Torque tube damping devices and assemblies|US9688394B2|2015-07-16|2017-06-27|Honeywell International Inc.|Roller-based drive systems with compliance for accommodating non-conjugate meshing|
    RU2639375C1|2016-09-23|2017-12-21|Василий Васильевич Лещенко|Wheeled electric driver of airplane|
    FR3072924B1|2017-10-30|2019-10-25|Safran Landing Systems|ELECTRICAL EQUIPMENT FOR CONNECTING TO AN ELECTROMECHANICAL BRAKING ACTUATOR AND A DRIVING ELECTROMECHANICAL ACTUATOR|
    CN110683035B|2019-11-12|2021-06-04|中国商用飞机有限责任公司|Frame type undercarriage and aircraft comprising same|
    CN110758442B|2019-12-02|2021-01-12|西南交通大学|Permanent magnet electric maglev train low-speed supporting mechanism|
    法律状态:
    2015-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-08| PLSC| Search report ready|Effective date: 20160408 |
    2016-10-20| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-23| CD| Change of name or company name|Owner name: MESSIER-BUGATTI-DOWTY, FR Effective date: 20170518 |
    2017-10-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-18| PLFP| Fee payment|Year of fee payment: 6 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1459503A|FR3026717B1|2014-10-03|2014-10-03|AIRCRAFT ENGINEER|FR1459503A| FR3026717B1|2014-10-03|2014-10-03|AIRCRAFT ENGINEER|
    US14/868,803| US9862484B2|2014-10-03|2015-09-29|Aircraft undercarriage with wheel brake and drive assembly having a coupler member|
    CN201510631424.2A| CN105480411B|2014-10-03|2015-09-29|Undercarriage|
    EP15188024.2A| EP3002215B1|2014-10-03|2015-10-01|An aircraft undercarriage|
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