• 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 a drive system for an aircraft, which selectively allows a ground movement of the aircraft without the need for a vehicle on the ground. The system includes a power system and a mechanical transmission (23) for providing a rotational drive to a landing gear. The transmission includes an input (41) for receiving the drive from the power system, an output (43) for providing the landing gear drive, and a gear mechanism (45) that functionally couples the input and the output to transmit the drive, from the input, to the output. The mechanism (45) is adapted to accommodate misalignment between the input and the output.
    公开号:FR3031372A1
    申请号:FR1650069
    申请日:2016-01-06
    公开日:2016-07-08
    发明作者:Erich John Hofmann
    申请人:Hofmann Engineering Pty Ltd；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an aircraft system, and a transmission transmitting mechanical power between a ground travel of a particular designed summer. A relates to the propulsion displacements using a following transmission of the prior art is the understanding of the present for the purpose of recognizing that the references are general or common to the displacement of the present drive for mechanical for an entry and an exit.
    [0002] It also concerns aircraft, for which it has in this respect, presents it. invention on the ground of an aircraft using said aircraft and provided to mechanical. The description intended only to facilitate invention. The present invention has been conceived in particular, but not necessarily only, for the ground of an aircraft using propulsion from the aircraft. 20 of said aircraft and provided with a mechanical transmission. Accordingly, the following description related to given in the context of a prior art is mechanical transmission for providing mechanical power to facilitate the ground movement of an aircraft using a propulsion from this one. However, the invention can be applied to mechanical power transmission in a variety of other fields, particularly where it may be necessary to adapt to misalignment between an input and an output. 30 The types of ground movement of an aircraft that can not be carried out using propulsion from the aircraft are normally done with the aid of a ground vehicle which is coupled to the aircraft, generally at the landing gear before. These ground displacements may imply that the aircraft is pushed or towed using the vehicle on the ground.
    [0003] It would be advantageous for there to be an on-board training system that selectively allows the aircraft to move on the ground, and in particular a ground taxi, without it having to be moved by the aircraft. a vehicle on the ground. However, an aircraft training system could be exposed to the stresses resulting from the loads and wheel deflections experienced by the landing gear during the take-off and landing of the aircraft, particularly at 10 times when the landing gear comes into contact and stops touching the ground surface. It is with respect to this prior art that the present invention has been developed. A first aspect of the present invention provides a drive system for an aircraft. This drive system comprises a power system and a mechanical transmission, for providing a rotational drive to a landing gear of the aircraft, the mechanical transmission comprising an input for receiving the drive from the power system, an output for providing the landing gear drive, and a gear mechanism that operatively couples the input and output to transmit the drive to the output from the input, the gear mechanism being adapted to adapt to a misalignment between the input and the output. The power system may include a power source such as an electric motor. The electric motor may be powered from an auxiliary power unit provided on board the aircraft. The power system may also include a gearbox for transmitting the drive from the power source to the input of the mechanical transmission. The drive system may be adapted to accommodate angular misalignment between input and output of up to about 5 degrees-s.
    [0004] The gear mechanism may comprise a male outer gear member and a female inner gear member which meshes around said male outer gear member. The male gear member may have a domed shape and the female gear member a straight form. This embodiment facilitates the angular movement between the male and female toothed elements, which keeps the meshing between the two. The meshing contact between the male and female gear members may be along a line that is curved, this line corresponding to the range of angular movement of the output available to accommodate misalignment. The male gear member includes teeth that have a constant involute profile. Preferably, the involute is constant over the entire length of the outer male gear. More particularly, the male gear member may comprise teeth that have a rhomboid profile with a constant involute profile. The outlet may comprise a roller gear adapted to be coupled, for training, to the landing gear. More particularly, the roller gear can be drivable to a landing gear landing gear wheel. In one embodiment, pinion means are provided which are coupled, for training, to the landing gear, and the landing gear is adapted to mesh with the gear means. With the gear mechanism designed to accommodate misalignment between the input and the output, this embodiment allows the roller gear to adapt to a misalignment with respect to the means forming 35 pinion. In particular, the gear mechanism is responsive to the misalignment by hinge movement from a normal position to an articulated position in which the axis of rotation of the roller gear is in fact parallel to the axis of rotation of the pinion means, so as to obtain an effective drive coupling with the pinion means. The outlet may also include a hub that encloses the roller gear. The hub can be supported on ball bearings that allow angular movement of the roller gear. Each spherical bearing may comprise an inner bearing member having an outer convex spherical bearing surface, and an outer bearing member having an inner concave spherical bearing surface, the outer and inner spherical bearing surfaces. being designed for relative angular sliding motion. The male gear member may comprise a gear member body adapted to receive the drive from the input, the gear member body including a gear formation which forms the teeth of the gear element, and two of the gear teeth. Spherical bearings are arranged on either side of the toothed formation. The male gear body may comprise a central section and two lateral sections, one on each side of the central section, the central section defining the tooth formation while the two lateral sections each support a respective ball bearing. The apex of each of the teeth of the male gear element 30 may be curved, depending on the curved shape of the male gear element. The curve of the outer convex spherical bearing surface of each inner bearing member may correspond to the crown curve of each tooth of the male tooth member. The outer convex spherical bearing surfaces of the two inner bearing members and the crown curve of each tooth of the male toothed element can cooperate to describe an arc which is concentric with respect to the nip by meshing between the elements. toothed male and female. The inner female gear element can be made in one piece with the hub. The hub may comprise an annular construction hub body that defines a central opening adapted to receive the male gear element. The hub body may comprise a central section and two side sections, on the opposite sides thereof, the central section and the two lateral sections extending circumferentially around the central opening, the central section defining a formation internal tooth which defines the teeth of the female gear member, each side section being mounted on the respective spherical bearing. Each lateral section may define a circumferential inner shoulder adapted to receive the outer bearing element of the respective ball bearing. The embodiment which comprises the male and female toothed elements and wherein the female toothed element is supported on the male toothed element by spherical bearings forms a hinged joint between the hub and the shaft on which is mounted. male gear member, the hinge joint actually constituting the mounting of the hub on the shaft, and allowing a lateral articulation of the roller gear with respect to the shaft. The articulated joint accommodates the angular movement between the male and female tooth members while maintaining a meshing therebetween throughout the entire range of angular movement. This provides angular movement between the roller gear and the shaft, while maintaining engagement between the male and female gear elements throughout the range of angular movement, thereby ensuring the transmission of the power system drive. up to the roller gear over the entire range of angular movement.
    [0005] The drive system may also include an actuator adapted to selectively couple the output to the landing gear of the aircraft. The actuator may be able to be operated while the aircraft is in motion. Following landing of the aircraft, the actuator may be operated to couple the drive system, for training purposes, to the landing gear of the aircraft, thereby allowing the landing gear to the aircraft using said drive system. At the time of departure, the drive system can be coupled, for training purposes, to the landing gear of the aircraft for ground roll, and can be uncoupled during take-off.
    [0006] A second aspect of the invention provides a mechanical transmission comprising an input, an output, and a gear mechanism that operatively couples the input and the output to transmit the drive from the input to the output. the gear mechanism being adapted to accommodate misalignment between the input and the output. The gear mechanism may be provided with at least one of the features just described with respect to the drive system. training provided by the first aspect of the invention. A third aspect of the invention provides a mechanical transmission comprising an input, an output and a gear mechanism that operatively couples the input and the output to transmit the output drive from the input, the a gear mechanism being adapted to accommodate misalignment between the input and the output, the gear mechanism comprising a male outer gear member and a female inner gear member which meshes around said male outer gear member the male gear having a domed shape and the female gear having a straight form, and the male gear comprising teeth having a constant involute. More particularly, the male gear member may comprise teeth that have a rhomboidal profile with constant involute over the entire length of the male gear. Other features of the present invention are set forth in more detail in the following nonlimiting and exemplary description of one embodiment. This description refers to the accompanying drawings, which illustrate the characteristics of the mechanical transmission: - Figure 1 is a schematic perspective view of a drive system for an aircraft, the drive system being able to be selectively coupled the landing gear of the aircraft for training, and uncoupled; FIG. 2 is a schematic view of the uncoupled drive system of the landing gear of the aircraft; FIG. 3 is a diagrammatic view of the drive system coupled, for training, to the landing gear of the aircraft; FIG. 4 is a schematic perspective view of a portion of a drive system, which particularly illustrates a mechanical transmission, with a portion cut away to show a gear mechanism within said mechanical transmission; Figure 5 is an end view of a portion of the drive system, particularly illustrating an outlet hub adapted to form a roller gear; Figure 6 is a schematic perspective view of the output hub; Figure 7 is a cross-section taken along line 7-7 of Figure 5, with the roller gear shown in a normal position; Figure 8 is a view similar to Figure 7 but with the roller gear shown in a laterally articulated position to accommodate misalignment; FIG. 9 is an enlarged fragmentary sectional schematic view showing the outlet hub supported on spherical bearings to accommodate angular movement of the roller gear; Fig. 10 is a schematic side view of the output hub illustrating a range of joints of the roller gear from the normal position to both sides of said roller gear; Fig. 11 is a schematic perspective view of a male gear member which is part of the gear mechanism shown in Fig. 4; Figure 12 is an end view of the male gear element; - Figure 13 is a longitudinal section along the line 13-13 of Figure 12; FIG. 14 is a plan view of the tooth profile of the male toothed element; FIG. 15 is an end view of the body of the output hub shown in FIG. 6; and FIG. 16 is a longitudinal section along the line 16-16 of FIG. 15. In the drawings, the identical structures are indicated by the same numbers in the different views. The drawings are not necessarily to scale, but the emphasis is generally on the illustration of the principles of the present invention. The figures represent an embodiment of the invention. This embodiment illustrates certain configurations, however those skilled in the art will readily understand that the invention may take the form of a large number of configurations, while still representing the present invention.
    [0007] These configurations should be considered as part of the present invention. The embodiment shown relates to a drive system 10 for an aircraft, which is capable of selectively allowing a ground movement, and in particular a ground roll, of the aircraft without said aircraft having to be moved by a vehicle. on the ground. The drive system 10 is selectively adapted to impart rotary motion to the landing gear 13 of the aircraft. Referring particularly to FIGS. 1, 2 and 3, the drive system 10 provides rotation and torque to the landing gear 15 which is part of the aircraft landing gear 13. The wheel of FIG. landing comprises a rim 17 on which a tire is mounted. Only the rim 17 of the landing wheel 15 is shown in the drawings. In the illustrated embodiment, there is a single landing gear 15, but the embodiment can be designed to drive a landing gear comprising two landing wheels, as will be understood by the man of the aircraft. art. The drive system 10 includes means 20 which are coupled for driving to the rim 17 to receive rotation and torque and transmit them to the rim 17. In this embodiment, the means 20 comprise pinion means 21 fixed to the rim 17. In the embodiment shown, the pinion means comprise two pinions 22 arranged side by side, with their teeth aligned. Each pinion 22 is designed as a ring gear. Other embodiments may be envisaged, including pinion means 21 comprising a single pinion 22. The drive system 10 also includes a mechanical transmission 23 for providing a rotational drive to the landing gear 13 of the invention. The training system 10 also includes a power system 25 which provides mechanical power to drive the mechanical transmission 23. The power system 25 may comprise a source of power 27 such as an electric motor. The electric motor 27 can be powered from an auxiliary power unit (APU) on board the aircraft. The power system 25 may further include a gear train 29 driven by the electric motor 27. The gear train 29 includes an output drive shaft 31 (FIG. 4) and a gear case 32 from which extends the output drive shaft 31. The output drive shaft 31 is provided with splines 33. In this embodiment, the power system 25 provides mechanical power through the output drive shaft 31. output drive shaft 31.
    [0008] The drive system 10 is integrated into an assembly 35 which is mounted on the aircraft with the landing gear 13. The assembly 35 contains the gear case 32. The mechanical transmission 23 includes an inlet 41 for receiving driving from the power system 25, an output 43 for providing said drive to the landing gear 13 for driving the landing gear 15, and a gear mechanism 45 which operatively couples the input 41 and the output 43 to transmit the drive to the output from the input. The input 41 of the mechanical transmission 23 receives the mechanical power under propulsion) from the shaft. In this embodiment, torque (power force 25 through output 31. The mechanical input 41 includes the output drive shaft 31 of the gear train 29. In other words, there is a common shaft 50 which forms both the gear shaft output drive 31 of the gear train 29 and the input 41 of the mechanical gearbox 23. The common shaft 50 comprises the outer splines 33.
    [0009] The gear mechanism 45 is designed to adapt to an angular misalignment between the input 41 and the output 43. With this embodiment, the mechanical transmission 23 is able to allow freedom of movement to adapt angular misalignment between the input 41 and the output 43. This angular displacement between the input 41 and the output 43 may be for example a consequence of 10 loadings and a wheel deviation undergone by the train of landing 13 during take-off and landing of the aircraft, particularly at times when the landing gear comes into contact and ceases to be in contact with the ground surface. Typically, misalignments of up to about +/- 3 degrees are encountered. In this embodiment, however, the mechanical transmission 23 is adapted to accommodate an angular misalignment of up to a maximum of about +/- 5 degrees. More particularly, in this embodiment, the mechanical transmission 23 is adapted to accommodate an angular misalignment of up to a maximum of about +/- 5 degrees during low cycles of 432,000 revolutions per minute. 2700 Nm and high cycles of 4.8x108 revolutions at 560 Nm of operation. In the embodiment shown, the outlet 43 comprises a hub 51 designed as a roller gear 53 for engagement with the pinion means 21 which is coupled, for driving, to the landing gear 15 of the invention. Aircraft landing gear 13. In this way, the rotation of the hub 51 can be transmitted to the wheel 15 of the aircraft landing gear 13 to impart to it a drive. The hub 51 is supported on the spherical bearings 55 which allow lateral angular displacement of the roller gear 53. The lateral angular displacement of the roller gear 53 is reciprocated on a roller. normal axis relative to the axis of rotation of the common shaft 50, as shown schematically in Figure 10. The axis of rotation of the common shaft 50 is indicated in the drawings by the reference number 50a. The roller gear 53 is shown in a normal position in Fig. 7, and hinged to an angularly displaced position in Fig. 8. The gear mechanism 45 comprises a male outer gear 61 and a female inner gear 63 10 which meshes, the female element 63 being mounted on the male element 61, and all the teeth being engaged at the same time. The male outer gear element 61 is adapted to be mounted on the common shaft 50 which forms both the output drive shaft 31 of the power system 25 and the input 41 of the mechanical gearbox 23. L The roller gear 53 is supported for movement relative to the male outer gear element 61. In the illustrated embodiment, the hub 51 is rotatably supported by spherical bearings 55, thereby at a lateral angular displacement of the roller gear 53. The female inner gear member 63 is integrally formed with the hub 51. The male gear element 61 comprises outer teeth 62 of convex shape, and The female gear 63 includes inner teeth 64 of straight form. This embodiment facilitates the angular movement between the male and female toothed elements 61 and 63, while maintaining a meshing therebetween over the entire range of angular movement. More particularly, the male element teeth 62 have an involute. In this embodiment, specifically, the male gear element 61 includes teeth 62 which have a rhomboidal profile with a constant involute profile. This rhomboidal profile is visible in FIG. 14, which is a plan view of the profile of a male toothed tooth 62. The outer teeth 62 have a convex shape in that the vertex 66 of each tooth is curved. rather than right. In particular, the vertex 66 of each tooth is longitudinally convex, as best shown in FIGS. 11 and 13. With this embodiment, the apex 66 of each tooth rises progressively from a radially innermost point 66a, located near one end of the tooth, to a radially outermost point 66b, centrally, and then gradually down to another radially outermost point 66c, located near the opposite end of the tooth. The inner teeth 64 have a straight shape in that the top of each tooth is straight rather than curved. This embodiment facilitates full meshing engagement between male and female gear members 61 and 63 over the entire specified range of misalignment between input 41 and output 45 (up to 5 degrees, in this embodiment). The meshing contact between the male and female toothed elements 61 and 63 is along a meshing contact line which is shown schematically in FIG. 13 and which is indicated by reference numeral 70. This contact by meshing between male and female toothed elements 61 and 63 are always integral meshing contact in that there is the same contact along the meshing contact line 70 over the entire specified range of articulation of the gearing to rollers 53 relative to the common shaft 50. The male gear element 61 comprises a gear element body 65 which has a central bore 67 adapted to receive the common shaft 50, and inner grooves 69, 35 internal of the central bore 67, able to be coupled to the outer splines 33 provided on the common shaft 50, so that the male toothed element 61 is able to rotate together with said common shaft 50. Of this m In this case, the drive provided by the output drive shaft 31 of the power system 25 is transmitted to the male gear element 61.
    [0010] The toothed element body 65 comprises a central section 71 which defines a toothed formation 73 forming the teeth 62, and two lateral sections 75, one on each side of the central section 71. Each lateral section 75 defines a circumferential outer shoulder 77.
    [0011] The circumferential outer shoulders 77 provided on the male gear 61 support the spherical bearings 55, as shown in FIGS. 4, 7, 8 and 9. In this way, the roller gear 53 is rotatably supported on the male gear element 61 with the help of the 15 spherical bearings 55 to allow the angular movement. With this embodiment, the roller gear 53 is thus rotatably supported (indirectly) on the common shaft 50 to allow angular movement. Each spherical bearing 55 includes an inner bearing member 81 having an outer convex spherical bearing surface 82, and an outer bearing member 83 having an inner concave spherical bearing surface 84, outer and inner spherical bearings 82 and 84 being designed for relative angular sliding movement. The two ball bearings 55 are designed to cooperate to accommodate angular movement between the male engagement outer gear 61 mounted on the common shaft 50, and the female inner gear 63 made of In other words, the two spherical bearings 55 are adapted to accommodate angular movement between the output drive shaft 31 of the gear train 29 and 35. roller gear 53 to which the drive is transmitted through the gear mechanism 45. The angular movement to which the two spherical bearings 5 can adapt can be roughly in this embodiment up to a maximum of about +/- 5 degrees. In this embodiment, the curve of the outer convex spherical bearing surface 82 of each inner bearing member 81 corresponds to the crown curve 66 of each tooth of the male tooth member 61, as can be seen from FIG. 7, 8 and 9. Thus, the outer convex spherical bearing surfaces 82 of the two inner bearing members 81 and the vertex curve 66 of each tooth of the male gear element 61 cooperate to describe an arc. which is concentric with respect to the meshing contact line 70 between the male and female toothed elements 61 and 63. The integral surface lubrication bearings for the outer and inner spherical bearing surfaces 82 and 84. The hub 51 is for More particularly, the meshing with the pinion means 21. hub 51 comprises an annular body which defines a hub 91 of central aperture construction 93 adapted to receive the male gear 61. The hub body 91 comprises a central section 95 and, on opposite sides thereof, two lateral sections 97, the central section 95 and the two lateral sections 97 extending circumferentially around the central opening 93. The central section 95 defines an inner toothed formation 99 which constitutes the female toothed element 63 provided with the inner teeth 64. Each lateral section 97 defines a circumferential inner shoulder 30 capable of receiving the outer bearing element 83 of the bearing. 55 ball joint. With this embodiment, the hub 51 can be mounted on the male gear 61. The male gear 61 is received in the central opening 93 of the hub 51, the outer teeth 62 of the male gear 61 meshing with the inner teeth 64 of the female gear 63. The hub 51 is supported on the male gear 61 with the ball 55 providing a support designed as a roller gear 53 by the spherical bearings 55. Each The spherical bearing 55 is mounted between the male gear element 61 and the hub body 91, the inner bearing element 81 being wedged against the respective circumferential outer shoulder 77 of the body 65 of the male gear element 61. the external bearing element 83 is wedged against the circumferential inner shoulder 101 of the body 91 of the hub 51. This embodiment thus forms an articulated joint 110 between the hub 51 and the common shaft 50, the articulated joint constituting in r the articulation of the roller gear 53 with respect to the common shaft 50. The articulated joint 110 adapts to the possible angular movement between the male and female toothed elements. 61 and 63, while maintaining a meshing between the two over the entire range of angular movement. This ensures the possible angular movement between the roller gear 53 and the common shaft 50, while maintaining the engagement between the male and female gear elements 61 and 63 over the entire range of angular movement, thus ensuring the transmission of driving the power system 25 to the roller gear 53 over the entire range of angular movement. The feature that the hub 51 is designed as a roller gear 53 provides a plurality of circumferentially disposed rollers 111 which are engageable with the pinion means 21. In this embodiment, the rollers 111 are arranged in two directions. assemblies 113, each assembly being adapted to cooperate with one of the two pinions 22 which define the pinion means 21. The hub body 91 comprises three axially spaced annular collars: a central annular collar 115 and two annular end collars 117, a set 113a of rollers 111 being supported between the central flange 115 and an end flange 117a while the other set 113b of rollers 111 is supported between the central flange 115 and the other end flange 117b. Each roller 111 includes a roller member 118 configured as a roller sleeve rotatably supported on a roll shaft 119 secured at its ends between the central flange 115 and the corresponding end flange 117, as is known for roller gears. The roller gear 53 is able to mesh with the pinion means 21, the rollers 111 meshing successively with the corresponding teeth provided on the respective pinions 22 in order to transmit a rotation and a torque of the gear. rollers 53 to the pinion means 21. In this embodiment, the teeth of the male gear member 61 and the female gear member 63, respectively, can be cut with a five-speed machine. axes, as will be understood by those skilled in the art. As previously indicated, the drive system 10 is integrated into the aircraft-mounted assembly with the landing gear 13. The assembly 35 is separate from the mated gear 21 for training purposes. to the landing gear 15 of the aircraft landing gear 13. In this embodiment, the driving system 25 also includes an actuator 121 capable of selectively coupling the assembly 35 to the landing gear 13 the aircraft for training, and uncoupling it. More particularly, the actuator 121 is adapted to move the assembly 35 into or out of a position in which the roller gear 53 defined by the hub 51 meshes with the pinion means 21. thus, when the roller gear 53 meshes with the pinion means 21, the rotation of the hub 51 is transmitted to the wheel 15 of the aircraft landing gear 13 in order to impart to it a drive. The roller gear 53 defined by the hub 51 is shown desengaged in FIG. 2 and meshing with the pinion means 21 in FIG. 3. The actuator 121 can be operated while the aircraft is in motion.
    [0012] Following the landing of the aircraft, the drive system 10 can be coupled, allowing the aircraft to taxi to the ground using the drive system. To couple the drive system 10, the actuator 121 is maneuvered to couple the assembly 35, for training, to the landing gear 13 of the aircraft, that is to say that for move, the hub 51 is meshed with the pinion means 21. The embodiment is such that this meshing can be done while the landing wheel 15 rotates.
    [0013] At the time of departure of the aircraft, the drive system 10 can be coupled for a ride on the ground, and it can be uncoupled during takeoff. To uncouple the drive system 10, the actuator 121 is operated to remove the drive coupling between the assembly 35 and the landing gear 13 of the aircraft, i.e., to suppress the meshing of the hub 51 with the pinion means 21. The embodiment is such that this uncoupling can be done while the landing wheel rotates. As previously indicated, this embodiment forms an articulated joint 110 between the hub 51 and the common shaft 50, the hinged joint actually constituting the mounting of the hub on the common shaft. The hinged joint 110 allows articulation of the roller gear 53 with respect to the common shaft 50, to adopt a position in which the axis of rotation of the roller gear 53 is actually parallel to the axis. when the roller gear 53 is articulated correctly with respect to the common shaft 50, it leaves its axial alignment with the common shaft and is angularly offset with respect thereto. . The position in which the roller gear 53 is in axial alignment with the common shaft 50 is referred to as the normal position of the roller gear. Figure 10 shows a range of joints of the roller gear 53 from the normal position to both sides thereof. With this embodiment, the roller gear 53 is responsive to the misalignment between said roller gear 53 and pinion means 21. Under normal circumstances, the drive system 10 is designed such that so that the axes of rotation of the roller gear 53 and pinion means 21 are parallel to facilitate meshing between the roller gear 53 and the pinion means 21 for transmitting the drive. However, this parallel relationship may be interrupted (resulting in misalignment of the roller gear 53 and pinion means 21), typically due to wheel loads and deflections supported by the landing gear 13. during take-off and landing of the aircraft, and in particular at times when the landing gear 15 comes into contact and ceases to be in contact with the ground surface. In operation, when the roller gear 53 engages the pinion means 21, it is able to react to any misalignment therewith by a hinge movement from its normal position. (shown in FIG. 7) to adopt an articulated position (for example as shown in FIG. 8), in which the axis of rotation of said roller gear 30 is actually parallel to the axis of rotation of the wheels. pinion means, to arrive at an effective drive coupling with the pinion means. In this way, the roller gear 53 has a self-aligning feature. In other words, the roller gear 53 moves from a normal position, in which it is axially aligned with the common shaft 50, to an articulated position, in which it is no longer aligned (but it is a misalignment) with said common shaft, and instead its axis of rotation is parallel to the axis of rotation of the pinion means 21. Thus, an adaptation can be made to the misalignment between the gear with the rollers 53 and the pinion means 21. The teeth which have a rhomboidal profile with a constant involute profile allow a hinge of the hub 51, to achieve a self-alignment between the roller gear 53 and the pinion means 21 until at a maximum of +/- 5 degrees, in this embodiment. During self-alignment, the hinged joint 110 rotates to ensure that the axis of rotation of the roller gear 53 is parallel to the axis of rotation of the pinion means 21. Over the entire range of angular rotation (displacement angular) of the roller gear 53 with respect to the common shaft 50, full meshing engagement between the male and female gear elements 61 and 63 is maintained, thereby ensuring complete transmission of the drive of the power system 25 to the roller gear 53 and pinion means 21. The present invention also covers modifications and variations as would be apparent to those skilled in the art. By way of example, in the embodiment described and illustrated, the male gear element 61 is mounted on the common shaft 50, the inner splines 69 of said male gear element mating with the outer splines 33 provided on the common shaft 50, and the hub 51 being mounted on the male gear element. Other embodiments can be envisaged. In one of these other embodiments, the mechanical transmission 23 may comprise an inlet 41 which is separated from the output drive shaft 31 of the power system 25 and which is capable of being coupled to said shaft of In such an embodiment, the male gear element 61 may be formed in one piece with a shaft which serves as an input shaft 41 of the mechanical gearbox 23. Moreover, with such an embodiment embodiment, the spherical bearings 55 can be mounted between the input shaft 41 (with which the male gear element 61 is made in one piece) and the hub 51, rather than between the gear element male 61 and the hub 51, as is the case in the first embodiment.
    [0014] In another embodiment envisaged, the pinion means 21 may comprise a single pinion rather than two pinions side by side as is the case in the embodiment described and illustrated. With such an embodiment, the roller gear 53 would require only one set of circumferentially spaced rollers 111 for meshing with the single gear. The presentation just made is intended to clearly explain the best ways to make and use different embodiments according to the present invention. It is also intended to facilitate understanding and appreciation of the principles and advantages of the invention, rather than limiting it. It is obvious that the invention is not limited to the preferred embodiment which has just been described. Those skilled in the art can find many changes, modifications, variants, replacements and equivalents with the advantages of this presentation, without departing from the scope of the present invention. The reference to position descriptions such as "inside", "outside", "upper", "bottom", "top" and "bottom" should be understood in the context of the embodiment shown in the drawings. and should not be construed as limiting the invention to the literal interpretation of terms, but rather as understood by those skilled in the art to whom the description is directed.
    [0015] In addition, the terms "system", "device" and "apparatus" used in the context of the invention are to be understood as referring to any group of components or elements related or functional, interdependent or associated with each other. may be neighbors, separated, solidary or separate. Throughout this description, unless otherwise required by the context, the terms "comprises" or "comprising" cover an integer mentioned or a group of integers, without excluding any other integer or group of integers.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. A drive system (10) for an aircraft, characterized by comprising a power system (25) and a mechanical transmission (23) for providing a rotational drive to a landing gear (13) of the aircraft the aircraft, the mechanical transmission (23) comprising an input (41) for receiving the drive from the power system (25), an output (43) for providing the landing gear drive (13), and an A gear mechanism (45) operatively coupling the input (41) and the output (43) to transmit the drive from the input (41) to the output (43), the gear mechanism ( 45) being adapted to accommodate a misalignment between the input (41) and the output (43).
    [0002]
    Drive system (10) according to claim 1, characterized in that the gear mechanism (45) is adapted to accommodate an angular misalignment between the input (41) and the output (20). 43) up to about 5 degrees.
    [0003]
    The drive system (10) according to claim 1 or 2, characterized in that the gear mechanism (45) comprises a male outer gear member (61) and a female inner gear member (63) which meshes with one another. around said male outer gear (61).
    [0004]
    The drive system (10) according to claim 3, characterized in that the male gear (61) has a domed shape and the female gear (63) has a straight shape to facilitate angular movement. between the male (61) and the female (63) tooth elements, which keeps the meshing between the two. drive
    [0005]
    5. System claim 3 or 4, characterized male (61) comprises teeth (62) 35 constant involute, in this constant over the entire outside length (61), and in that 1 (10) according to that in that The toothed element having a profile that the involute is of the male toothed element male tooth element (61) preferably comprises teeth (62) which have a rhomboidal profile with a constant involute profile.
    [0006]
    Drive system (10) according to one of the preceding claims, characterized in that the outlet (43) comprises a coupling gear (53) which can be coupled for landing gear (15) of the landing gear (13), and that pinion means (21) are preferably provided which are coupled for training to the landing gear (13), the roller gear (53) being adapted to mesh with the pinion means (21).
    [0007]
    7. Drive system (10) according to claim 6, characterized in that the outlet (43) also comprises a hub (51) which encloses the roller gear (53).
    [0008]
    A drive system (10) according to claim 7, characterized in that the hub (51) is supported on ball bearings (55) which allow angular displacement of the roller gear (53), and Each ball bearing (55) preferably comprises an inner bearing member (81) having an outer convex spherical bearing surface (82), and an outer bearing member (83) having a surface concave inner spherical bearing means (84), the outer (82) and inner (84) spherical bearing surfaces being designed for relative angular sliding movement.
    [0009]
    The drive system (10) according to claim 8, characterized in that the male gear (61) comprises a gear member body (65) adapted to receive the drive from the input (41). ), the toothed element body (65) comprising a tooth formation (73) which forms the male toothed gear teeth (62), and in that two of the spherical bearings (55) are arranged on both sides other of the tooth formation (73). 35
    [0010]
    The drive system (10) according to claim 9, characterized in that the male gear body (65) comprises a central section (71) and two (75), one on each side of the central section section. (71) defining the (73) while the two side sections (75) each support a respective ball bearing (55).
    [0011]
    Drive system according to claim 9 or 10, characterized in that the meshing contact between the male (61) and the female (63) tooth elements is along a curved line (70). a line corresponding to the range of angular movement of the output (43) available to accommodate a misalignment, in that the vertex (66) of each of the male gear teeth (62) is curved, according to the convex shape of the male toothed element (61), in that the curve of the outer convex spherical bearing surface (82) of each inner bearing element (81) corresponds to the curve of the vertex (66) of each tooth (62) of the male toothed element (61), and in that the outer convex spherical bearing surfaces (82) of the two inner bearing elements (81) and the peak curve (66) of each tooth (62) of the male gear (61) cooperate to describe an arc which is concentric with respect to the contact line r meshing (70) between the male (61) and the female (63) gear elements.
    [0012]
    Drive system according to one of Claims 7 to 11, characterized in that the female inner gear element (63) is formed in one piece with the hub (51), in that the hub ( 51) comprises a hub body (91) of annular construction which defines a central opening (93) adapted to receive the male gear (61), in that the hub body (91) also preferably comprises a central section (95) and two side sections (97) on opposite sides thereof, the center section (95) and the two circumferentially extending side sections (97) about the central opening (93). ), the central section (95) defining an inner tooth formation (99) which defines the central lateral section teeth (71), the toothed formation of a female toothed element (64), each lateral section (97) being mounted on the roller bearing. respective ball joint (55), and in that each lateral section (91) defined t preferably a circumferential inner shoulder (101) adapted to receive the outer bearing element (83) of the respective ball bearing (55).
    [0013]
    13. Mechanical transmission, characterized in that it comprises an inlet (41), an outlet (43) and a gear mechanism (45) which operatively couples the inlet (41) and the outlet (43) to transmitting the drive from the input (41) to the output (43), the gear mechanism (45) being adapted to accommodate a misalignment between the input (41) and the output, (43). 15
    [0014]
    Mechanical transmission, characterized in that it comprises an inlet (41), an outlet (43) and a gear mechanism (45) which operatively couples the inlet (41) and the outlet (43) to transmit the drive, from the input (41), to the output (43), the gear mechanism (45) being adapted to accommodate a misalignment between the input (41) and the outlet (43), the gear mechanism (45) comprising a male outer gear member (61) and a female inner gear member (63) which engages around said male outer gear member (61), the male gear member (61) having a curved shape and the female toothed element (63) a straight shape, and in that the male toothed element (61) comprises teeth (62) which have a constant involute along the entire length of the external male gear element (61).
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    同族专利:
    公开号 | 公开日
    US20160195167A1|2016-07-07|
    AU2016200053A1|2016-07-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1172488B|1958-07-05|1964-06-18|Tacke K G F|Cardan gear coupling|
    US3427825A|1966-03-31|1969-02-18|Netzsch Geb|Motor coupling|
    EP0093694A1|1982-04-30|1983-11-09|Arinc Research Corporation|Shaft coupling|
    US5878492A|1994-06-02|1999-03-09|Torvec, Inc.|Methods for shaping the teeth of spherical gears|
    US20110287845A1|2010-05-20|2011-11-24|Moyno, Inc.|Gear joint with super finished surfaces|
    WO2014023939A1|2012-08-08|2014-02-13|Airbus Operations Limited|Landing gear drive systems|
    EP3038899B1|2013-09-05|2018-05-02|Airbus Operations Limited|Landing gear drive system flexible interface|
    WO2015033125A1|2013-09-05|2015-03-12|Airbus Operations Limited|Landing gear drive system flexible interface|
    GB2524246A|2014-03-17|2015-09-23|Airbus Operations Ltd|Roller gear for a drive system|
    GB2562019A|2016-11-14|2018-11-07|Airbus Operations Ltd|Roller components|
    FR3064709B1|2017-03-29|2019-06-14|Safran Landing Systems|ROLLER ROLLERS FOR ROTATING TRAINING OF AN AIRCRAFT WHEEL|
    法律状态:
    2017-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-12-11| PLFP| Fee payment|Year of fee payment: 3 |
    2019-01-25| PLFP| Fee payment|Year of fee payment: 4 |
    2019-02-15| PLSC| Search report ready|Effective date: 20190215 |
    2020-05-01| RX| Complete rejection|Effective date: 20200326 |
    优先权:
    申请号 | 申请日 | 专利标题
    AU2015900019A|AU2015900019A0|2015-01-06|Mechanical Transmission|
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