Clutch assembly for autonomous taxiing of an aircraft

Abstract

A landing gear system includes an axle having an internal cavity and a wheel rotatably coupled to the axle. A drive shaft is mounted in the cavity to be rotatable about an axis. The landing gear system further includes a rod and a clutch, the rod being slidably mounted within the drive shaft. The clutch has a first portion coupled to the rod and rotates with the drive shaft. A second portion of the clutch is fixedly coupled to the wheel. The rod is selectively reciprocated along the axis between a first position and a second position to engage and disengage the clutch.

Description

Background Technology

[0001] An autonomous taxiing system provides propulsion for one or more wheels of an aircraft. By using electric or hydraulic motors (or other power sources) to drive the wheels, operators can push and taxi backward from the hatch without using their jet engines or tractor. As a result, fuel costs, wear and maintenance on the jet engines, and noise are all reduced.

[0002] When implementing an autonomous taxiing system, it is desirable to provide a clutch that isolates the driven wheels from the drive mechanism. Ideally, this clutch is arranged such that the autonomous taxiing system does not introduce any additional rotational failure modes compared to landing gear without autonomous taxiing. For example, with the clutch disengaged, there should be no additional rotating bearings, shafts, or other components that could fail and introduce deceleration torque during aircraft acceleration and takeoff.

[0003] U.S. Patent No. 9,540,097 (“Schmidt”) to Schmidt et al., now assigned to Safran Landing Systems, is expressly incorporated herein by reference, and teaches the use of a drive shaft housed within the landing gear wheel axle to drive aircraft wheels. Schmidt generally explains that the drive shaft can be equipped with a coupling for selectively engaging or disengaging the drive shaft from the wheel. When the coupling is disengaged, the motor will not provide power in a timely manner to prevent the wheel from rotating, and if the brakes are engaged, no reaction torque will be applied to the landing gear.

[0004] For an aircraft to taxi, an autonomous taxiing system needs to transmit high torque from the drive shaft to the driven wheel. Therefore, a claw clutch, i.e., a clutch that engages rotating parts through intervention rather than friction, is generally preferred. However, the high operating loads generated during taxiing cause misalignment between the axle and the drive shaft. These misalignments cause angular misalignment and radial offset between the mating parts of the clutch. As a result, typical claw clutches known in the art will not properly engage and disengage without a large clearance between the teeth of the mating parts. Summary of the Invention

[0005] According to one embodiment of this disclosure, a landing gear system is provided. The system includes an axle having a cavity and a wheel rotatably coupled to the axle. A drive shaft is mounted in the cavity to be rotatable about an axis. The landing gear system also includes a lever and a clutch, the lever being slidably mounted within the drive shaft. The clutch has a first portion coupled to the lever and rotating with the drive shaft. A second portion of the clutch is fixedly coupled to the wheel. The lever selectively reciprocates along the axis between a first position and a second position to engage and disengage the clutch.

[0006] In one embodiment, the clutch is a flex clutch.

[0007] In one embodiment, the landing gear system further includes a motor operatively coupled to a drive shaft to rotate the drive shaft about an axis.

[0008] In one embodiment, the landing gear system further includes an actuation system coupled to a rod to reciprocate the rod between a first position and a second position.

[0009] In one embodiment, the actuation system includes a piston slidably mounted within a drive shaft and coupled to a rod, wherein a cavity is configured to be selectively pressurized to move the piston, thereby driving the rod from a first position to a second position.

[0010] In one embodiment, the landing gear system further includes a first alignment accessory associated with a first clutch portion and a second alignment accessory associated with a second clutch portion. When the lever moves from a first position to a second position, the first alignment accessory engages the second alignment accessory to align the first clutch portion with the second clutch portion.

[0011] In one embodiment, the landing gear system further includes a locking assembly having a first locking fitting associated with a first clutch portion and a second locking fitting associated with a second clutch portion. At least one of the first and second locking fittings is selectively movable between a locked position and an unlocked position, and when said at least one of the first and second locking fittings is in the locked position, engagement of the first and second locking fittings prevents engagement of the first and second clutch portions.

[0012] According to another embodiment of this disclosure, a landing gear system is provided. The system includes an axle having a cavity and a wheel rotatably coupled to the axle. A drive shaft is located in the cavity and rotatable about an axis. A piston is at least partially disposed within the drive shaft and configured for sliding translation relative to the drive shaft along the axis. The landing gear system also includes a clutch having a first portion and a second portion. The first portion of the clutch is coupled to the piston and configured to rotate together with the drive shaft about the axis. The second portion of the clutch is fixedly coupled to the wheel. The piston selectively reciprocates along the axis between a first position and a second position, such that when the piston is in the first position, the first clutch portion is disengaged from the second clutch portion, and when the piston is in the second position, the first clutch portion is engaged with the second clutch portion.

[0013] In one embodiment, the clutch is a flex clutch.

[0014] In one embodiment, the landing gear system further includes a motor coupled to a drive shaft to rotate the drive shaft about an axis.

[0015] In one embodiment, the cavity is configured to be selectively pressurized to move the piston from a first position to a second position, and depressurized to move the piston from the second position to the first position.

[0016] In one embodiment, the cavity is selectively pressurized by at least one of oil, air, and nitrogen.

[0017] In one embodiment, the landing gear system further includes a spring disposed within the axle to bias the piston toward a first position.

[0018] In one embodiment, the landing gear system further includes a first alignment accessory associated with a first clutch portion and a second alignment accessory associated with a second clutch portion. When the piston moves from a first position to a second position, the first alignment accessory engages the second alignment accessory to align the first clutch portion with the second clutch portion.

[0019] In one embodiment, the landing gear system further includes a locking assembly having a first locking accessory and a second locking accessory. The first locking accessory is associated with a first clutch portion, and the second locking accessory is associated with a second clutch portion. At least one of the first and second locking accessories is selectively movable between a locked position and an unlocked position. When at least one of the first and second locking accessories is in the locked position, engagement of the first and second locking accessories prevents engagement of the first and second clutch portions.

[0020] This summary is provided to introduce, in a simplified form, selected concepts that will be further described in the detailed embodiments described below. This summary is not intended to identify key features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter. Attached Figure Description

[0021] The foregoing aspects and the many accompanying advantages of the disclosed subject matter will become more readily understood and readily comprehended by referring to the following detailed description in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 A rear view of a first representative embodiment of a landing gear system for an autonomous taxiing aircraft according to the present disclosure is shown;

[0023] Figure 2 It shows Figure 1 The top plan view of the landing gear system shown;

[0024] Figure 3 It shows Figure 2 A cross-sectional view of the motor and wheel axle assembly of the landing gear system shown;

[0025] Figure 4 It shows Figure 3 A cross-sectional view of the wheel and axle assembly shown;

[0026] Figure 5 It shows Figure 4 A partial cross-sectional view of the wheel and axle assembly shown, with the bending clutch in the disengaged position;

[0027] Figure 6 It shows Figure 4 A partial cross-sectional view of the wheel and axle assembly shown, with the bent clutch in the engaged position;

[0028] Figure 7 It shows Figure 5 A partial isometric view of an alternative embodiment of the curved clutch shown;

[0029] Figure 8 It shows Figure 4 A partial cross-sectional view of a second representative embodiment of the wheel axle assembly shown, wherein the wheel axle assembly includes a first alignment fitting and a second alignment fitting;

[0030] Figure 9 It shows Figure 4 A partial cross-sectional view of a third representative embodiment of the wheel axle assembly shown, wherein the wheel axle assembly includes a clutch locking assembly in a disabled position; and

[0031] Figure 10 It shows Figure 9 The diagram shows a partial cross-sectional view of the wheel and axle assembly, with the clutch locking assembly in the enabled position. Detailed Implementation

[0032] Specific embodiments are described below with reference to the accompanying drawings, wherein like reference numerals denote like elements, and are intended to describe various embodiments of the disclosed subject matter, and not to represent only embodiments. Each embodiment described in this disclosure is provided by way of example or illustration only and should not be construed as being more preferred or advantageous than other embodiments. The illustrative examples provided herein are not intended to be exhaustive or to limit the claimed subject matter to the precise forms disclosed.

[0033] Examples of an autonomous taxiing system for an aircraft are described below based on the techniques and methods of this disclosure. In one embodiment, a drive shaft located within an axle is rotated by a motor mounted on the landing gear. The drive shaft selectively engages and disengages from the wheel via a bend clutch to drive the wheel and taxi the aircraft. In some embodiments, a piston is slidably disposed within the drive shaft such that a portion of the bend clutch reciprocates between an engaged position and a disengaged position. Pressurized fluid within the axle drives the piston toward the engaged position. A spring provides a restoring force to bias the piston toward the disengaged position.

[0034] Now for reference Figures 1 to 7 This illustrates a first representative embodiment of the landing gear system 20 according to the present disclosure. Figure 1 and Figure 2 As best shown, the landing gear system 20 includes a strut 30 and a wheel axle assembly 100. (As illustrated...) Figure 2 As shown, one end of the strut 30 is connected to an aircraft (not shown), while the other end of the strut is connected to the axle assembly 100 at a strut interface 104 formed in the axle housing 102. In the illustrated embodiment, the axle assembly 100 extends laterally outward from the strut 30 and has a wheel 40 rotatably mounted to each end.

[0035] like Figure 2 As best shown, motor 50 is mounted on the rear side of axle housing 102. As described in further detail, motor 50 provides driving force to rotate one or more wheels 40, thereby causing the aircraft to glide. As will be described in further detail, at least one of the wheels 40 includes a hub 42 that engages with axle assembly 100. Torque link lug 106 is formed at the front end of axle assembly 100 to provide attachment for a lower torque link of a torque link assembly (not shown), which is commonly used in known landing gear configurations.

[0036] The landing gear system 20 shown is constructed similarly to the known main landing gear assemblies used on commercial aircraft. However, it should be understood that this disclosure is not limited to the landing gear system shown. In this respect, embodiments of the disclosed autonomous taxiing system can be used with various landing gear systems for different aircraft. In one embodiment, the taxiing system is used with a main landing gear assembly mounted on the aircraft fuselage or wing. In other considered embodiments, the taxiing system drives one or more wheels of a multi-wheel (e.g., four-wheel, six-wheel, eight-wheel, etc.) landing gear assembly with a bogie beam. In yet another embodiment, the taxiing system is used in conjunction with a single-wheel landing gear assembly. Embodiments in which the motor 50 is located in front of the axle assembly 10 or another suitable location, and / or the torque linkage assembly is located behind the axle assembly, are also considered.

[0037] Now for reference Figure 3 , Figure 3 It is along Figure 2 The figure shows a cross-sectional view of system 20 taken by line 3-3. Motor 50 includes a housing 52 connected to the rear side of axle housing 102 by mechanical fasteners or other suitable means. Motor 50 (which may be electric, hydraulic, or any other suitable type of motor) selectively rotates output gear 54. Output gear 54 is operatively connected via intermediate gear 56 to drive shaft gear 58, which is rotatably mounted within axle housing 102. Drive shaft gear 58 engages drive shaft 110, such that rotation of drive shaft gear 58 causes drive shaft 110 to rotate about a common axis 200.

[0038] In the illustrated embodiment, the portion of the drive shaft 110 that engages with the drive shaft gear 58 has three flanges, and this portion is nested within a similarly shaped bore in the drive shaft gear. In other considered embodiments, the drive shaft 110 may be mechanically fastened to or integrally formed with the drive shaft gear 58. Other configurations may use gears or other transmission elements of varying numbers and sizes to convert the output of the motor 50 into rotation of the drive shaft 110 about axis 200.

[0039] Now for reference Figure 4 , Figure 4 It is along Figure 2 The partial cross-sectional rear view taken by line 4-4 shows the landing gear system 20, with portions of the wheels 40 omitted for clarity. The wheel axle housing 102 includes an elongated inner cavity 108. The drive shaft 110 is mounted within the cavity 108 via a plurality of bearings 112 so as to be rotatable about an axis 200.

[0040] An elongated cavity 114 is formed in the drive shaft 110 and extends along the axis 200 of the drive shaft. A first end of the cavity 114 is in fluid communication with a cavity 108 of the axle housing 102. A piston assembly 120 is slidably disposed in a second end of the cavity 114. The piston assembly 120 includes a piston 122 that slides in contact with the wall of the drive shaft cavity 114 and a rod 124 extending from the piston and slidably supported by a bearing 126 mounted within the drive shaft cavity. A return spring 130 is located between the bearing 126 and the piston 122 to provide a biasing force pushing the piston assembly 120 in an inward direction. As the piston 122 moves in an outward direction, the spring 130 is compressed between the bearing 126 and the piston 122, and the biasing force provided by the spring increases.

[0041] As previously described, the drive shaft cavity 114 is in fluid communication with the cavity 108 of the axle housing 102. In the illustrated embodiment, one end of the cavity 108 is sealed by a plug 118 installed inside the axle housing 102. The cavity 108 is fluid-sealed and filled with fluid 132.

[0042] In the illustrated embodiment, fluid 132 is lubricating oil that lubricates the internal components of the wheel axle assembly 100. Fluid 132 also provides an actuating force to drive piston assembly 120 from a first (inner) position to a second (outer) position. The actuating force to drive piston assembly 120 is generated by pressurizing cavity 108 with fluid 132. As the pressure of fluid 132 increases, the force applied to piston 122 increases until this force overcomes the biasing force of spring 130, at which point the piston moves in the outward direction. As the pressure of fluid 132 decreases, the actuating force decreases, and spring 130 returns piston assembly 120 to the first position. As will be described in further detail, the reciprocating motion of piston assembly 120 between the first and second positions engages and disengages a curved clutch 140 that connects drive shaft 110 to hub 42 of one of the wheels 40. It should be understood that while an embodiment using curved clutch 140 is disclosed, other types of clutches may also be used, and these clutches should be considered within the scope of this disclosure. As a non-limiting example, an alternative embodiment utilizes a claw clutch.

[0043] As described above, the illustrated embodiment utilizes pressurized lubricating oil (or another suitable lubricant) to lubricate the internal components of the axle assembly 100 and provide the actuating force to drive the piston assembly 120 from a first position to a second position. In another considered embodiment, the cavity 108 of the axle assembly 100 includes a lubricating fluid in an amount suitable for lubricating the internal components of the axle assembly 100, and the remainder of the cavity is filled with dry air, nitrogen, or another suitable gas. The cavity 108 is pressurized by the gas to pneumatically actuate the piston 122 to engage the bend clutch 140, and vented to disengage the bend clutch 140.

[0044] It should be understood that the illustrated configuration of the engagement and disengagement of the flexural clutch is merely exemplary. Other configurations are also contemplated in this regard, in which a solenoid, magnetic actuator, hydraulic actuator, or any other suitable actuator is used to move the flexural clutch between the engagement and disengagement positions, and these configurations should be considered within the scope of this disclosure.

[0045] Now for reference Figures 5 to 7 The bend clutch 140 selectively engages and disengages the drive shaft 110 with one of the wheels 40. More specifically, the bend clutch 140 includes a first portion 142 associated with the drive shaft 110 and a second portion 148 associated with the wheel hub 42, such that when the bend clutch disengages ( Figure 5 The wheel rotates independently of the drive shaft, while when the bending clutch engages ( Figure 6 The rotation of the drive shaft drives the wheel.

[0046] The first clutch portion 142 is slidably mounted to the drive shaft 110 via a spline connection. More specifically, the drive shaft 110 extends partially through a central opening formed in the first clutch portion 142, such that a spline 146 formed in the first clutch portion engages a corresponding spline 116 formed on the outer surface of the drive shaft 110. The engagement of the splines 146 and 116 allows the first clutch portion 142 to rotate together with the drive shaft about axis 200, while also allowing the first clutch portion to translate relative to the drive shaft in the direction of axis 200. The first clutch portion 142 is also connected to the rod 124 of the piston assembly 120, so that when the piston assembly reciprocates between a first position and a second position, the first clutch portion reciprocates between a disengaged position and an engaged position, respectively.

[0047] The second clutch portion 148 is fixedly connected to the hub 42, which is itself a component of the wheel 40 (see [link]). Figure 2 The hub 42 shown is a hubcap reinforced to transmit torque loads from the drive shaft 110 to the wheel 40. In another embodiment, the second clutch portion 148 is directly coupled to the rim of the wheel 40. In another embodiment, the second clutch portion 148 is indirectly coupled to the wheel 40 via a known transmission, gearbox, or other suitable construction that transmits rotation of the second clutch portion to the wheel 40.

[0048] In the illustrated embodiment, clutch 140 is a curved clutch of the type disclosed in U.S. Patent No. 2,384,582 to Wildhaber, September 11, 1945, and U.S. Patent No. 6,672,966 to Muju et al., January 6, 2004, the disclosures of which are incorporated herein by reference. Figure 7 As best shown, the first clutch portion 142 includes a plurality of teeth 144, each tooth having a concave side. The second clutch portion 148 has a corresponding plurality of teeth 150, each tooth having a convex side. When the first clutch portion 142 and the second clutch portion 148 are engaged, each concave tooth surface on the first clutch portion mates with a corresponding convex tooth surface on the second clutch portion. The engagement of the concave and convex surfaces advantageously provides a self-centering connection with a large contact surface between the clutch portions.

[0049] The teeth 144 of the first clutch portion 142 and the teeth 150 of the second clutch portion 148 each have a tooth angle θ, which is an angle measured between the side of the tooth and a plane perpendicular to the front of the clutch, such as... Figure 7 As shown. The teeth 144 and 150 of the curved clutch 140 can be machined into various angles. Figure 5 and Figure 6A first embodiment with a set of straight-cutting teeth (i.e., teeth with a 0° tooth angle θ) is shown. However, if the clutch disengages under load, the size of the return spring 130 must be configured to overcome the tooth friction load caused by the tooth friction coefficient and the normal force acting on the teeth (which is proportional to the applied shaft torque). When using straight-cutting teeth, no axial force is applied to the movable clutch due to the shaft torque. Figure 7 Another embodiment of the clutch 140 with a tooth angle greater than 0° is shown. When a tooth angle greater than 0° is used, a "throw-out" axial force is generated under the torque applied by the drive shaft 110. This axial force acts to disengage the clutch 140, which allows for the use of a smaller return spring 130. In one embodiment, the tooth angle is 7°. In another embodiment, the tooth angle is in the range of 5° to 15°.

[0050] To utilize the autonomous taxiing capability of the disclosed landing gear system 20, pressure is applied to the cavity 108 of the wheel axle housing 102 to engage the bending clutch 140. With the bending clutch 140 engaged, the motor 50 is selectively powered to drive one or more wheels 40 of the landing gear system 20. By using the motor 50 to drive the wheels 40 forward or backward, the pilot can taxi the aircraft without a towing vehicle and without using the aircraft engines. When taxiing is complete, the wheel axle housing 102 is depressurized, and the bending clutch 140 returns to the disengaged position. With the bending clutch disengaged, the aircraft's wheels 40 are effectively isolated from the motor 40 and other landing gear system components associated with the autonomous taxiing capability.

[0051] Due to the large misalignment of the aircraft landing gear axles, there may sometimes be some misalignment between the first clutch section 142 and the second clutch section 148. This misalignment can be angular or radial. Figure 8 An embodiment of a curved clutch 140 with an alignment feature is shown, which aligns a first clutch portion 142 with a second clutch portion 148 when the curved clutch 140 moves from a disengaged position to an engaged position.

[0052] like Figure 8 As shown, a first alignment fitting 160 is coupled to a first clutch portion 142. The first alignment fitting 160 includes a base that is mounted to or integrally formed with the first clutch portion. A generally cylindrical portion of the first alignment fitting 160 extends axially from the base toward a second clutch portion 148. An outer chamfer formed at the end of the cylindrical portion defines a truncated conical first alignment surface 162.

[0053] The second alignment fitting 170 is attached to the hub 42 or the second clutch portion 148. The second alignment fitting includes a cylindrical recess defining an inner surface 174. The inner end of the recess includes a chamfer defining a second alignment surface 172.

[0054] As the bent clutch 140 moves from the disengaged position to the engaged position, i.e., as the first clutch portion 142 moves toward the second clutch portion 148, the first alignment surface 162 of the first alignment fitting 160 contacts the second alignment surface 172 of the second alignment fitting 170, even in the presence of angular and / or radial misalignment. As the first clutch portion 142 continues to move toward the second clutch portion 148, the first alignment surface 162 slides along the second alignment surface 172 and then along the inner surface 174 of the second alignment fitting. When the bent clutch 140 moves toward the engaged position, the engagement of the first alignment fitting 160 and the second alignment fitting 170 in this manner aligns the first clutch portion 142 and the second clutch portion 148.

[0055] Due to the sliding contact between the first alignment fitting 160 and the second alignment fitting 170 during engagement and disengagement of the bending clutch 140, some embodiments will use different materials for the first and second alignment fittings. In one embodiment, one alignment fitting is formed or coated with steel nitride, and the other alignment fitting is formed or coated with a copper alloy, such as AlNi bronze or spinoidally cast aluminum nickel tin. Other embodiments using other known materials suitable for interacting bearing surfaces are contemplated, and these embodiments should be considered within the scope of this disclosure.

[0056] It should be understood that the alignment features shown are merely representative and should not be considered limiting. In one embodiment, the positions of the first alignment fitting 160 and the second alignment fitting 170 are interchanged, such that the alignment fitting coupled to the drive shaft receives the alignment fitting coupled to the wheel. In one embodiment, the recess formed in the second alignment fitting is conical, truncated conical, or any other suitable shape. These and other variations of the fittings provided on the first clutch portion 142 and the second clutch portion 148 are taken into consideration, and they should be considered within the scope of this disclosure.

[0057] Now for reference Figure 9 and Figure 10 The illustrated embodiment includes a mechanical locking system to prevent clutch 140 from engaging. The locking system includes a first locking fitting 180 coupled to the first clutch portion 142. In the illustrated embodiment, the first locking fitting 180 is a cylindrical fitting having a first surface 182 at its end closest to the second clutch portion. A second locking fitting 190 is located on the hub 42 and has a second surface 192 at its end closest to the first locking fitting 180. The second locking fitting 190... Figure 9 The disabled (revert) positions shown are as follows: Figure 10The activation (extended) positions shown are extendable. In the disabled position (i.e., when the locking feature is disabled), the gap between the first locking accessory 180 and the second locking accessory 190 ensures that the locking accessories do not contact each other when the bending clutch 140 moves from the disengaged position to the engaged position.

[0058] To engage the locking mechanism, the second locking accessory 190 moves to the extended position. When the second locking accessory 190 is in the extended position, the first surface 182 engages the second surface 192 as the bent clutch 140 moves towards the engaged position. This engagement occurs before the first clutch portion 142 engages the second clutch portion 148 and prevents further movement of the clutch 140 towards the engaged position. The result is the prevention of engagement of the bent clutch 140.

[0059] The second locking fitting 190 shown is a cam- or screw-driven mechanism that extends and retracts by rotation of the cover. In other considered embodiments, the second locking fitting is a movable cylinder configured to be externally positioned in an engaged position, a device pushed inward and rotated to lock into a brake element, or a threaded fitting adjustablely mounted to a hub. These and other locking configurations that selectively prevent the engagement of the bending clutch 140 are considered and should be considered within the scope of this disclosure.

[0060] This application may refer to quantities and numbers. Unless otherwise stated, these quantities and numbers should not be considered limiting, but rather examples of possible quantities or numbers relevant to this application. Also in this respect, this application may use the term "multiple" to refer to quantities or numbers. In this respect, the term "multiple" means any number greater than one, such as two, three, four, five, etc. The terms "approximately," "about," "close to," etc., indicate plus or minus 5% of a given value. For the purposes of this disclosure, the phrase "at least one of A, B, and C" refers, for example, to (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), including all further possible permutations when more than three elements are listed.

[0061] The principles, representative embodiments, and modes of operation of the present invention have been described in the foregoing description. However, the aspects of the invention intended to be protected should not be construed as limited to the specific embodiments disclosed. Furthermore, the embodiments described herein are considered illustrative rather than restrictive. It should be understood that changes and modifications, as well as equivalents, can be made by others without departing from the spirit of the invention. Therefore, it is expressly stated that all such changes, modifications, and equivalents fall within the spirit and scope of the invention as claimed.

Claims

1. A landing gear system, comprising: A wheel axle, which includes an inner cavity; A wheel, which is rotatably connected to the wheel axle; A drive shaft is disposed in the cavity and is rotatable about an axis; A motor, which is coupled to the drive shaft and configured to rotate the drive shaft about the axis; A rod, which is slidably mounted within the drive shaft, is rotatably fixed about the axis relative to the drive shaft; Fluid disposed in the inner cavity; and The clutch includes: The first clutch portion, which is fixedly connected to the lever and configured to rotate with the drive shaft, and The second clutch section is fixedly connected to the wheel. The fluid in the inner cavity is selectively pressurized to cause the rod to reciprocate between a first position and a second position along the axis. When the rod is in the first position, the first clutch portion is disengaged from the second clutch portion, and when the rod is in the second position, the first clutch portion is engaged with the second clutch portion.

2. The landing gear system of claim 1, wherein the clutch is a flex clutch.

3. The landing gear system of claim 1, wherein the piston is slidably mounted in the drive shaft and connected to the rod, and movement of the piston drives the rod from the first position to the second position.

4. The landing gear system of claim 1, further comprising a first alignment accessory associated with the first clutch portion and a second alignment accessory associated with the second clutch portion, wherein when the lever is moved from the first position to the second position, the first alignment accessory engages the second alignment accessory to align the first clutch portion with the second clutch portion.

5. The landing gear system of claim 1, further comprising a locking component, the locking component comprising: A first locking component is associated with the first clutch portion; and The second locking component is associated with the second clutch portion. At least one of the first locking accessory and the second locking accessory is selectively movable between an enabled position and a disabled position. When the at least one of the first locking accessory and the second locking accessory is in the enabled position, the engagement of the first locking accessory and the second locking accessory prevents the engagement of the first clutch portion and the second clutch portion.

6. A landing gear system, comprising: A wheel axle, which includes an inner cavity; A wheel, which is rotatably connected to the wheel axle; A drive shaft is disposed in the cavity and is rotatable about an axis; A motor, which is coupled to the drive shaft and configured to rotate the drive shaft about the axis; A piston, which is at least partially disposed within the drive shaft and configured to slide and translate relative to the drive shaft along the axis, the piston being rotatably fixed relative to the drive shaft about the axis; Fluid disposed in the inner cavity; and Clutch, which includes: The first clutch portion, which is connected to the piston and configured to rotate about the axis together with the drive shaft, and The second clutch section is fixedly connected to the wheel. The fluid in the inner cavity is selectively pressurized to cause the piston to reciprocate between a first position and a second position along the axis. When the piston is in the first position, the first clutch portion is disengaged from the second clutch portion, and when the piston is in the second position, the first clutch portion is engaged with the second clutch portion.

7. The landing gear system of claim 6, wherein the clutch is a flex clutch.

8. The landing gear system of claim 6, wherein pressurization of the cavity moves the piston from the first position to the second position and depressurization of the cavity moves the piston from the second position to the first position.

9. The landing gear system of claim 8, wherein the cavity is selectively pressurized by at least one of oil, air and nitrogen.

10. The landing gear system of claim 6, further comprising a spring disposed within the axle, the spring biasing the piston toward the first position.

11. The landing gear system of claim 6, further comprising a first alignment fitting associated with the first clutch portion and a second alignment fitting associated with the second clutch portion, wherein the first alignment fitting engages the second alignment fitting to align the first clutch portion with the second clutch portion when the piston moves from the first position to the second position.

12. The landing gear system of claim 6, further comprising a locking component, the locking component comprising: A first locking component is associated with the first clutch portion; and The second locking component is associated with the second clutch portion. At least one of the first locking accessory and the second locking accessory is selectively movable between an enabled position and a disabled position. When the at least one of the first locking accessory and the second locking accessory is in the enabled position, the engagement of the first locking accessory and the second locking accessory prevents the engagement of the first clutch portion and the second clutch portion.

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