Landing gear of an aircraft or land vehicle

Abstract

A landing gear of an aircraft or land vehicle is equipped with an axle, a wheel carried by the axle, and an electromechanical actuator having an output side geared to an input side of a transmission arrangement. The transmission arrangement is switchable between at least two operating modes. In a first mode, the transmission arrangement couples the electromechanical actuator to a brake arrangement to apply or release the brake arrangement so that the brake arrangement can apply braking torque to the wheel in response to application of the brake arrangement. In a second mode, the transmission arrangement couples the electromechanical actuator to the wheel to rotate the wheel. In a third mode, the transmission arrangement couples the electromechanical actuator to a fan arrangement acting on the brake arrangement and / or the wheel to actuate the latter.

Description

IntroductionHere, a chassis of an air or land vehicle will be described. Such a chassis also comprises a dynamic drive / deceleration and ventilation unit. Details of this are defined by the claims. The description also contains relevant details on the structure and the functioning of the device and on device variants.BackgroundModern aircraft have wheel brakes which are used after aerodynamic auxiliary means have started to develop their braking action. These aerodynamic auxiliary means comprise retractable and extendable flaps on the sides of the wings, wherein the extension of the flaps counteracts the lift of the aircraft and at the same time increases the air resistance of the aircraft. A further aerodynamic expedient is the reversal of thrust, caused by devices on the engines of the aircraft which generate a counter thrust when landing the aircraft, with which the aircraft is likewise decelerated. When the wheels are placed on the runway, the wheels that do not rotate at first are conventionally brought to the speed of the aircraft, and the braking torque is then transmitted to the runway via the wheels. In this case, significant tire abrasion takes place. In addition, the strong friction during braking also makes the wheel brakes very hot. Before the aircraft is allowed to restart, the wheel brakes must first cool down reliably, for example by means of an external fan directed from the outside onto the wheel brake in the parking position.Hydraulic brake systems are usually installed in commercial aircraft. These require hydraulic pressure generators and reservoirs dimensioned for landing and for takeoff termination of the aircraft, which increase the mass of the aircraft. Therefore, some concepts of electrically or electro-mechanically actuated brake systems are known.Previously, aircraft tractors generally take over the resetting of the aircraft from the flight walkway. They put the machines in position so that they can roll to the runway by means of their engines. When rolling to the runway, up to 700 kilograms of kerosine and more are already consumed, depending on the type of aircraft. In order to reduce kerosine consumption and noise in the coasting mode, electric motors were installed for trial in the main body of a commercial aircraft serving as a drive for rolling movements on the ground. An aircraft tractor is no longer necessary in order to carry out the resetting from the flight walkway and the rolling operation to and from the runway. The electric motors are controlled by the cockpit. The auxiliary gas turbine (APU) is used to supply the electric motors with energy, which is also responsible for the remaining energy supply on board.Prior ArtUS 2017 / 0267336 A1 (Safran Landing Systems) relates to an aircraft landing gear having an axle, a wheel carried by the axle, a stack of brake discs arranged to exert a braking torque on the wheel in response to a pressure exerted on the stack of discs. At least one electromechanical actuator facing the disk stack serves to exert pressure on the disk stack. An actuator carrier carries the electromechanical actuator. The actuator carrier is integrated into the axle such that the axle and the actuator carrier form a single component.CA 2 845 205 C (Mesier-Bugatty-Dowty) relates to an electro-mechanical actuator for a brake of a vehicle having a first and a second part separable from each other, the first part comprising an electric motor and connecting means for connecting the actuator to an external control means, and the second part comprising a plunger sliding out of the first part of the housing and projecting out of the second part through a central opening. The first and second portions are coupled such that the motor cooperates with the plunger to cause movement of the plunger in response to an action of the motor, the second portion comprising a second member of two portions.EP 2 666 717 A2 (Goodrich) relates to a system including an electric motor coupled to a first transmission, a first clutch for selectively engaging the first transmission with a drive transmission, and a brake system, wherein in response to engagement with the drive transmission, the electric motor drives an aircraft wheel, and wherein in response to engagement with a thrust member, the electric motor actuates the brake system to apply a force to a brake disk stack. The system further comprises an aircraft wheel, wherein the drive gear causes rotation of the aircraft wheel. Another system includes an aircraft wheel having an engagement portion for engaging a drive gear, the aircraft wheel coupled to an aircraft brake. The aircraft brake includes a brake system for selectively compressing a brake disk stack, a rotating element, a first clutch for selectively engaging the rotating element with either the drive gear or the brake system. A second clutch selectively couples the drive gear to the aircraft wheel. A part of the clutch has a splined part. The rotating element of the clutch is driven by an electric motor. The brake system includes a ball screw and a plunger. The brake system includes a second gear coupled to the ball screw. Either the drive gear or the second gear has a variable gear ratio. The first clutch has a neutral position in which the first transmission is not engaged with the brake system and is not engaged with the drive transmission.EP 3 453 613 A1 (Goodrich) relates to an aircraft having a chassis that has a wheel, a friction brake with a brake material coupled to the wheel, a regenerative brake with a reversible rolling motor, a sensor for measuring a wheel parameter, a friction brake temperature, and memories for communicating with a controller. The memory stores instructions that cause the controller to perform the operations of: receiving a command signal, the wheel parameter, and the friction brake temperature; calculating a brake material temperature based on the wheel parameter, the friction brake temperature, and the command signal; and generating an associated deceleration for the friction brake and the regenerative brake according to the calculated brake material temperature and the command signal.EP 3 121 077 A1 (Goodrich) relates to a braking and rolling system comprising an electric motor having first and second output shafts, a clutch for selectively coupling the electric motor to at least one drive gear and a brake gear. The electric motor exclusively drives an aircraft wheel via the first output shaft in response to being coupled to the drive transmission, and exclusively drives a brake clamping system to apply force to a brake disk stack in response to being coupled to the brake transmission via the second output shaft. The drive gear is located on the opposite side of the electric motor as the brake gear. The electric motor, the drive gear and the brake gear are aligned concentrically. The brake clamping system and the brake transmission have a ball screw drive and a tappet. The first output shaft and the second output shaft are arranged concentrically. The drive gear mechanism causes the rotation of the aircraft wheel. The input gear or the brake gear is a high gear ratio gear of about 30:1 to about 110:1. The system has an aircraft wheel with a connecting portion for connecting to a drive transmission. The aircraft wheel is coupled to an aircraft brake. The aircraft brake has a brake clamping system for selectively coupling to a brake disk stack, and a clutch for selectively coupling an electric motor to the drive transmission or the brake transmission. The electric motor includes a central longitudinal axis, and the drive gear is located on the opposite side axially from the electric motor as the brake gear.Underlying ProblemThe object to be achieved is the chassis of an air or land vehicle with a cost-effective construction, simple production and efficient, safe operation.Summary of the Solution Presented hereThis problem is solved by the arrangement indicated in the independent device claim and the procedure indicated in the independent method claim.Such a landing gear of an aerial or land vehicle is equipped with an axle, a wheel supported by the axle, a first electro-mechanical actuator having an output side that is drivingly connected to an input side of a transmission assembly. The transmission arrangement is switchable between at least two operating modes. In a first mode, the transmission assembly couples the first electro-mechanical actuator to a brake assembly to actuate or release the same to enable the brake assembly to apply a braking torque to the wheel in response to actuating the brake assembly. In a second mode, the transmission assembly couples the first electro-mechanical actuator to the wheel to rotate the wheel. In a third mode, the transmission assembly couples the first electro-mechanical actuator to a blower assembly acting on the brake assembly and / or the wheel to actuate the same. In other words, the chassis comprises, besides the axle and the wheel, a dynamic drive / deceleration and ventilation unit with a plurality of operating modes.In a land vehicle, such a chassis can be used, for example, as a drive and / or brake that can be switched on as a case may be in a two-axle or multi-axle vehicle in which only the wheels of some axles are driven. Variants which can also be used in an aircraft are also explained below.In the case of a chassis of an aerial or land vehicle, the first electromechanical actuator is provided in particular for exerting a braking torque on the wheel, for rotating the wheel, and for actuating the blower arrangement. The first electromechanical actuator comprises an electric disk rotor machine with at least one rotor and at least one stator. The at least one rotor and the at least one stator each have at least one end face facing the stator or the rotor. The at least one rotor and / or the at least one stator each have an iron-free carrier disc, which each carry field coils or permanent magnets. Between the carrier disc of each rotor and the carrier disc of each stator, an air gap is formed. The field coils and / or the permanent magnets are oriented and arranged on the carrier disc of each rotor or on the carrier disc of each stator in such a way that the field coils in the current-flown state and / or the permanent magnets cause magnetic fields which are the same or opposite at least temporarily and which cause a rotational or longitudinal relative movement of the rotor with respect to the stator.A chassis with an electric disk rotor machine of the above-described configuration as an electromechanical actuator meets the requirement for an operationally secure, compact, lightweight arrangement which can execute a rotational movement with high torque with minimal delay. This machine is suitable for operation with a single- or polyphase power-electronic actuator (converter or inverter).Since the electromechanical actuator is only put into operation for a short time (i.e. during take-off, rolling operation (taxi) or landing) in the upper power range, the disc rotor machine described here offers considerable advantages over the known arrangements, as provided for example in the above prior art. Thus, for example, short-term operation with start-up times in the millisecond range with very high acceleration and a very high torque density is possible due to the small installation space required. These disk rotor machines described here are very quiet and functionally reliable in the chassis. In addition, they allow simple and sensorless rotational angle or travel detection in the machine; their rotational speed / travel can be controlled very efficiently. If a torque is to be held at standstill, an angle sensor is required. Since there is preferably no iron between the coils / permanent magnets, maximum copper usage is possible to minimize ohmic losses; this increases the machine power weight (kilowatts / kilogram). In addition, there is no space contention between an iron circuit and the field coils. Furthermore, no limitation of the currents by iron saturation is possible; there is only the superposition of the magnetic fields. Power loss which arises can be absorbed in the conductors of the field coils during the short operating period and can be emitted in the subsequent rest phase; thus forced external cooling is not required. A particular advantage of the disk rotor machines described here is also the suitability for multiple overload operation in the chassis at very short time intervals.Configurations, Variants and PropertiesThe disk rotor machines described here can be operated in the chassis both as an electric motor and as an electric generator (for example in a recuperation mode during braking of the chassis). The disk rotor machines of the type described here can be designed either separately or self-excited. In externally excited machines, one or more excitation windings are provided for excitation. The exciter winding is supplied with energy, for example, by a controlled current source. In a self-excited disk rotor machine, permanent magnets replace the excitation windings.A separately excited or self-excited disk rotor machine can be designed in the chassis as a permanently excited machine. Slip rings for supplying electrical power and armature winding(s) can be realized as a printed circuit on a thin plastic or ceramic disk. In the simplest case, the electric current is supplied via carbon brushes directly to the slip rings on the disk. The disc thus carries the slip rings and the rotor winding(s) and runs in a narrow air gap between stator coils or permanent magnets. To ensure the mechanical function, it is also possible for sliding foils to be arranged in the air gap / s between the disk / s and stator coils or permanent magnets / s. Although a disk rotor machine with permanent magnets (magnetic rotor or stator) is somewhat more cost-intensive in the chassis because of the cost of the permanent magnets, it has the lowest (heat) losses. It is also possible to realize the disk rotor machine as an asynchronous rotor or eddy current rotor in the chassis. Although this variant is relatively cost-effective, it has higher losses and requires a somewhat more efficient inverter.This arrangement permits an axially very compact arrangement in the chassis with respect to the wheel outer side. The control electronics can be arranged centrally, in a space-saving manner, in a thermally insulated manner with respect to the brake disk pack in the chassis. A pressure ram acting on the brake disk pack can be designed as a plurality of distributed pressure rams with disk springs for uniform loading. The control electronics can realize a regulation to an actual braking force specification by measuring force in the counter bearing of the brake disk pack in the chassis.In one variant, the carrier disk of each rotor and / or the carrier disk of each stator is formed in the chassis as a single-layer or as a multi-layer printed circuit board, and the field coils are formed in one variant as strip conductors which are embedded in the carrier disk of each rotor or of each stator or are at least partially exposed and are of polyphase configuration, optionally with plated-through holes.In a variant of the chassis, permanent magnets embedded or at least partially exposed in the carrier disk of each rotor or stator are provided as permanent magnets, which are approximately 0.5 to 15 times, preferably four to twelve times, as high as the air gap in the axial direction. The permanent magnets are preferably designed as rare earth magnets with a high residual induction and / or with a high coercive field strength. In one variant, the stator has three- or higher-phase field coils. In one variant, the control unit of the chassis is provided for this purpose and is connected to the field coils in such a way that the field coils of one of the carrier disks of each stator are also to be controlled independently of the field coils of another carrier disk of the stator. Both field coils interact with a permanent magnet carrier disc and must output the currents synchronously. However, the field coils can be designed and controlled as two galvanically separated systems, which leads to redundancy of the arrangement. If a plurality of permanent magnet carrier disks are provided, a plurality of field coils are also required (number of carrier disks +1). The advantage over two single-disk motors is the elimination of the conclusions within the motor. In addition, the flux coupling of the magnets to the field coils is improved. This allows redundancy in braking operation (operating mode M 1) to increase the operating safety of the chassis or reliable driving of all driven aircraft wheels before landing to the landing speed, which reduces tire abrasion during landing (a variant of operating mode M 2).In a variant of the chassis, the carrier disk of each rotor is held on a machine shaft in a rotationally fixed manner and movable in the axial direction. This machine shaft can be designed as a hollow shaft coaxially surrounding the wheel axle. Each carrier disk of the rotor and each carrier disk of the stator are arranged movably with respect to one another in the axial direction of the machine shaft in a variant of the chassis. In one variant, the space of the rotor and / or of the stator located between or in the field coils is ironless. In one variant, iron-containing covers are provided in the chassis on both end sides of the machine, which covers are designed to absorb high magnetic axial forces and / or to return the magnetic flux. Without the iron conclusions, no high forces would result and the efficiency of the electric machine would be reduced.In a variant of the chassis, the transmission arrangement for the first mode is configured, after coupling the electromechanical actuator to the brake arrangement by means of a trapezoidal, ball or planetary screw drive, to convert a rotational movement carried out by the first electromechanical actuator into linear movement in order to actuate or release the brake arrangement.In a variant of the chassis, the transmission arrangement for the second mode is configured to convert a rotational movement carried out by the electromechanical actuator into a rotational movement of the wheel after the coupling of the first electromechanical actuator to the wheel.In a variant of the chassis, the transmission arrangement for the third mode is configured to convert a rotational movement carried out by the first electromechanical actuator into a rotational movement of the blower arrangement with the blower arrangement.In a variant of the chassis, the transmission arrangement comprises a second actuator which is configured to couple the rotor of the first electromechanical actuator for the first mode in a rotationally fixed manner to a trapezoidal, ball, or planetary threaded nut of the trapezoidal, ball, or planetary threaded drive provided in the transmission arrangement in order to convert the rotational movement carried out by the electromechanical actuator into a linear movement of a threaded spindle in order to actuate or release a brake shoe of the brake arrangement.In a variant of the chassis, the second actuator is configured to couple the rotor of the first electromechanical actuator to the wheel of the chassis in a rotationally fixed manner for the second mode in order to convert the rotational movement carried out by the electromechanical actuator into a rotational movement of the wheel.In a variant of the chassis, the second actuator is configured to decouple, for the third mode, the rotor of the first electromechanical actuator from the trapezoidal, ball, or planetary threaded nut of the trapezoidal, ball, or planetary threaded drive and from the wheel in order to actuate the blower arrangement acting on the brake arrangement and / or the wheel etc. in a rotating manner for cooling purposes. In a variant of the chassis, the blower arrangement is permanently fixedly coupled. In a further variant of the chassis, the blower arrangement is to be coupled between fixedly coupled and non-coupled, switchable to the rotor of the first electromechanical actuator.A slotless stator of the electromechanical actuator may have one or more printed circuit boards that serve as field coil and / or electronics carriers for the inverters, and a magnetic return path. This magnetic return can be made of solid iron material, of sintered material or of sheet metal; the latter variants keep the magnetic losses low. In particular in embodiments for low rotational speeds and low inductions, the return can be made of solid iron.A self-excited or permanently excited rotor of the first electromechanical actuator can have a soft magnetic carrier disc, for example made of soft magnetic steel, to which magnetic disc segments, for example made of ferrite or plastic-bonded NdFeB, are attached on both sides in axially oriented magnetic disc segments. Alternatively, the self-excited or permanently excited rotor can be realized as a continuous magnetic disk which is magnetized in an axially alternating manner in polewise fashion.For even greater power densities, the disk rotor machine of the electromechanical actuator presented here is designed as a double disk rotor with intermediate stator, which is provided, for example, with rare earth magnet segments or corresponding stator windings. Thus, the axial tensile forces occurring in a single-disk rotor design are omitted.The first electromechanical actuator with disk rotor machines of the type disclosed here offers high dynamics with a low weight due to its rotor, which is iron-free in one variant. The rotors are either arrays of (rare earth) permanent magnet elements or have suitably shaped field coils. The physical principle underlying the disk rotor machines leads to a directly proportional relationship between voltage and rotational speed and current and torque.If the stator and, if appropriate, rotor coils of the first electromechanical actuator are free of iron, any iron losses are dispensed with. The coil inductance can also be significantly reduced. The rotor mass and thus its translatory and rotatory moment of inertia are likewise reduced. The machines have low spurious radiation, high electromagnetic compatibility (EMC), and they do not have reluctance torques. Finally, the disk rotor machines of the electromechanical actuator have a short axial length. Waste heat occurring in the stator can likewise be dissipated to the outside relatively easily.The rotor and / or stator windings can be realized as printed, stamped or etched conductor tracks on / in single- or multi-layer printed circuit boards. The embedding of prefabricated air coils of (copper, aluminum or the like) is also possible Wire or sheet metal material in (fiber-reinforced) plastic material (epoxy, ceramic, PTFE, polyimide) is provided. The stator and rotor disks with the coils can be provided with friction-increasing or friction-reducing, insulating coatings.By constructing the stator field coils as multilayer boards, a high copper fill factor is possible with great mechanical strength; the required number of turns can be realized by implementing the field coils in a plurality of multilayer layers. The distances between the conductor tracks should advantageously be minimized taking into account the mechanical and electrical boundary conditions, for example to approximately twice the conductor track thickness; this reduces the dead space on and in the carrier disks. Moreover, the multilayer coil structure can be realized by means of vias in the form of vias.The machine structure of the first electromechanical actuator is very simple and cost-effective to implement, since the lamination of the magnetic conclusions can be dispensed with, no grooves are present and the materials are used efficiently. In a further variant of the first electromechanical actuator, cost-effective powder irons or strip coils are used for the magnetic conclusions.With the disk rotor machine presented here as the first electromechanical actuator, because of its properties, it is possible to dispense with mechanical components for transmitting forces and moments-apart from the screw drive for converting the rotational movement into a longitudinal movement-such as a transmission or locking mechanism, in particular in the second or third operating mode. The electric machine can thus be easily integrated into the equipment of the chassis. While omitting an ABS function, it is provided in a further variant to block the first electromechanical actuator in the braking mode with an additional, actuatable mechanical rotor brake. A disk spring, which loads the axially displaceable rotor, maintains the brake pressure and the power supply to the first electromechanical actuator can be turned off. The braking forces for fixing the rotor are comparatively low because of the high force transmission ratio of the (ball) drive force.The carrier disk of each rotor and / or the carrier disk of each stator of the electromechanical actuator can be designed as a single-layer or as a multi-layer printed circuit board. The field coils can have conductor tracks which are embedded in the carrier disc of each rotor or of each stator or are at least partially exposed, are of single-phase or polyphase configuration and contain non-ferrous metal, optionally with plated-through holes.The space of the rotor and / or of the stator located between or in the field coils can be embodied ironless in a variant of the disk rotor machine.In one variant, iron-containing covers can be provided on both end sides of the machine, which covers can be designed to absorb high magnetic axial forces. These axial forces can result from, for example, 5-20 bar magnetic axial pressure during operation. For this purpose, the iron-containing covers can be designed to be sufficiently torsion- and flexurally rigid, for example, by reinforcing ribs. Alternatively or additionally, each or only one of the ferrous covers may be configured for magnetic flux feedback. These measures lead to a reduction of the ohmic losses as long as no magnetic saturation effects yet occur.In another variant, the disk rotor machine of the electromechanical actuator can be formed from an even number of symmetrical machines which are arranged axially one behind the other. Here, the magnetic flux feedback and / or the current feedback of an even-numbered machine can take place in the stator of an odd-numbered machine. In other words, in an arrangement of two or more machines, the current of the even-numbered machine is fed back in the stator of the odd-numbered machine.With the arrangement and operating mode of the chassis disclosed here, a more highly electrified aircraft is possible than before, which can be realized with a small number of parts and without the chassis hydraulic system required hitherto.The design of the brake disk pack and the wheel suspension of the chassis can remain unchanged compared to conventional chassis.The mechanical force / torque generation by means of the electromechanical actuator takes place centrally on the chassis axle instead of a plurality of distributed hydraulic cylinders.The brake application force is generated using an electric disk rotor machine described above as an electromechanical actuator.The electric disk rotor machine of the first electromechanical actuator is fixedly coupled to the screw drive via a sliding seat for the braking operation.By unlocking the sliding seat of the screw drive nut, the electric disk rotor machine of the first electromechanical actuator allows fan operation.The electric disc rotor machine is fixedly coupled to the chassis rim for a taxi operation or a landing operation with wheels already pre-accelerated, ideally to landing speed.The chassis presented here makes it possible, inter alia, to realize an integrated function of brake, blower and wheel drive. However, it is also possible to implement partial solutions such as a pure braking function.The high dynamics of the electric disk rotor machine also allow the realization of an antilock system for the chassis and a precise setting of the braking force per wheel.For the brake system, an automatic wear adjustment is also to be realized.In a method of operating a chassis of an aerial or land vehicle having an axle, a wheel carried by the axle, and a first electromechanical actuator drivingly connected on the output side to an input side of a transmission assembly, the transmission assembly is switched between at least two operating modes to couple, in a first operating mode, the electromechanical actuator to a brake assembly to actuate or release it, the brake assembly being arranged and configured to apply a braking torque to the wheel in response to actuation of the brake assembly; and / or, in a second operating mode, to couple the electromechanical actuator to the wheel to rotate the wheel; and / or in a third operating mode, to couple the electromechanical actuator to a blower arrangement acting on the brake arrangement and / or the wheel in order to actuate the latter.Further features, characteristics, advantages and possible modifications of this electric machine and its operation will be made clear from the following description, in which reference is made to the attached drawings.The variants of the chassis described here and its functional and operating aspects serve merely for better understanding of their structure, mode of operation and properties; they do not restrict the disclosure, for example, to the exemplary embodiments. The figures are partially schematic, wherein essential properties and effects are in part shown in a clearly enlarged manner in order to clarify the functions, principles of action, technical configurations and features. In this case, each mode of operation, each principle, each technical configuration and each feature which is / are disclosed in the figures or in the text can be freely and arbitrarily combined with all claims, each feature in the text and in the other figures, other modes of operation, principles, technical configurations and features which are contained in this disclosure or result therefrom, with the result that all conceivable combinations are to be assigned to the described apparatuses. Combinations between all individual embodiments in the text, i.e. in each section of the description, in the claims and also combinations between different variants in the text, in the claims and in the figures are also included and can be made the subject matter of further claims. The claims also do not limit the disclosure and thus the possible combinations of all features shown with one another. All disclosed features are explicitly also disclosed individually and in combination with all other features here.Brief Description of the FiguresFIG. 1 shows a chassis in a schematic side view.FIGS. 2 to 4 show the chassis in a schematic side view with a variant of the first electromechanical actuator and of the transmission arrangement in different operating modes M 1-M 3.Detailed Description of Variants of the Chassis and Operation ThereofFIG. 1 illustrates in a schematic illustration in longitudinal section a chassis 100 of an aerial or land vehicle having an axle 102 which has a central longitudinal axis M. This axle 102 carries a wheel 104 comprising a rim 104a and a tyre 104b. A first electromechanical actuator 110 is assigned to the chassis 100, which is connected in a driven manner on the output side 112 to an input side 132 of a transmission arrangement 130. The transmission arrangement 130 can be switched over between at least two, in the present variant between three, operating modes M 1, M 2, M 3.The transmission arrangement 130 is to be brought into a first operating mode M 1 under the control of a control unit CU. In the first operating mode M 1, the transmission assembly 130 couples the first electro-mechanical actuator 110 to a brake assembly 106 of the chassis 100 to actuate or release this brake assembly 106. The brake assembly 106 serves to apply a braking torque to the wheel 104 in response to actuation of the brake assembly 106 by the first electro-mechanical actuator 110.The transmission arrangement 130 is to be brought into a second operating mode M 2 under the control of the control unit CU. In this second operating mode M 2, the transmission arrangement 130 couples the first electromechanical actuator 110 to the wheel 104, more specifically to the rim 104 aof the wheel 104, in order to set the wheel 104 in rotation by the electromechanical actuator 110.The transmission arrangement 130 is to be brought into a third operating mode M 3 under the control of the control unit CU. In this third operating mode M 3, the transmission arrangement 130 couples the electromechanical actuator 110 to a blower arrangement 120 in order to actuate the latter by the first electromechanical actuator 110. In this case, in one variant, the fan arrangement 120 is aerodynamically designed such that it assists the driving of the wheel, in particular during landing approach. The fan assembly 120 here comprises a rim of fan blades. This ring of fan blades is directed towards the brake assembly 106 and / or the wheel 104 and / or the control unit CU and / or the electro-mechanical actuator 110 to cool them.FIG. 2 shows a variant of the chassis 100 with the first electromechanical actuator 110 and the transmission arrangement 130. The first electromechanical actuator 110 is here an electric machine in the form of a disc rotor machine. This disk rotor machine has a circular rotor 114 in plan view and a stator 116 which corresponds to the rotor 114 and is circular in plan view. In the present variant, the rotor 114 has a carrier disk 114'. In the present variant, the stator has two support disks 116', 116' which are arranged on both sides of the support disk 114' of the rotor 114. In this variant shown, the carrier disk 114' of the rotor 114 carries permanent magnets 114a, and the carrier disks 116' of the stator 116 carry stator field coils 116a in this variant shown. In other, not shown in detail here, separately excited variants of the disk rotor machine, rotor field coils replace the permanent magnets 114 aof the rotor 114.The rotor 114 and the stator 116, more precisely their respective carrier disks 114', 116', each have a front side 1141, 1142; 1161, 1162 facing one another. In this case, an air gap 118 is formed in each case between the rotor carrier disc 114' and an adjacent stator carrier disc 116'.The stator field coils 116 aor the permanent magnets 114 aare aligned and arranged on the carrier disc 14' of each rotor 114 or on the carrier disc 116' of each stator 116 in such a way that the field coils 116 ain the current-carrying state and / or the permanent magnets 114 acause magnetic fields which are the same or opposite at least temporarily and which cause a rotational movement of the rotor 114 relative to the stator 116.The disk rotor machine of the first electromechanical actuator 110 has a housing shell 116 c, on the inner surfaces of which the stator 116 is formed, and which encloses the rotor 114. The housing shell contains iron and also serves as a magnetic flux return. In another variant, an aluminum housing and a high-quality wound sheet metal return are provided for saving weight and for reducing magnetic losses.The carrier disc 114' of each rotor 114 is made of iron or at least contains iron; the carrier disc 116' of each stator 116 is designed in the illustrated variant as multilayer printed circuit boards made of glass fiber-reinforced epoxy. The permanent magnets 114 aare embedded here in the carrier disk 114' of the rotor 114, and the field coils 116 aare polyphase conductor tracks, which are embedded in the carrier disk 116' of each stator 116, contain copper and have vias (vias), which are not illustrated in any more detail. The conductor tracks, not illustrated in detail, are circular ring segment-shaped spiral tracks, which generate a rotating field and are embedded in the carrier disc 116' of the stator 11 or are arranged on the surface(s) thereof, depending on the number of electrical phases of the machine. The space of the stator 116 between or in the field coils 116a is ironless.The rotor 114 has in its center a tubular bearing flange 114f which, on the outside in the radial direction, bears the carrier disc 114' of the rotor 114 and two inner bearing rings of rolling bearings 114w' and 114w". The two outer bearing rings of the rolling bearings 114w' and 114w" are supported in the longitudinal and circumferential directions such that they cannot be lost on the housing shell 116c of the stator 116 and allow the rotor 114 to rotate with respect to the stator 116. The housing shell 116 cof the stator 116 is accommodated on the outside on a support tube 116 r, which is cranked toward the axis 102, in a rotationally fixed manner and is displaceable on the axis 102 in the longitudinal direction of the central longitudinal axis M. The support tube 116r is non-releasably mounted on the axle 102 in the longitudinal and circumferential directions.A linear drive 136 controlled by the control unit CU is assigned to the transmission arrangement 130. This linear drive 136 displaces the housing shell 116 cof the stand 116, and thus the first electromechanical actuator 110 as a whole, on a surface-tempered outer sliding surface 116 vof the support tube 116 ralong the axis 102. Thus, the three operating modes M1, M2 and M3 can be adopted.The bearing flange 114f has at its one end (on the right in FIGS. 2-4) a radially inwardly directed toothed ring 114z. Depending on the axial positioning of the electromechanical actuator 110 along the axis 102, this radially inwardly directed toothed ring 114z is in or out of engagement with a radially outwardly directed toothed ring 138z arranged on a threaded nut 138m of a ball-and-screw drive 138.When the two toothed rings 114 zand 138 zengage with one another, as is illustrated in FIG. 3, a rotation of the electromechanical actuator 110 results in a hollow spindle 138 hof the ball screw drive 138, which spindle is guided in a longitudinally displaceable manner on the axis 102, moving along the axis 102 depending on the direction of rotation of the electromechanical actuator 110. The rotating threaded nut 138m of the ball screw 138 does not change its position in the longitudinal direction. The hollow spindle 138h of the ball screw drive 138 has at its one end (on the right in FIGS. 2-4 ) an annular thrust ram 106a cranked away from the axis 102 and acting on a stack of brake disks 106c. The rotation of the rotor 114 rotates the nut 138m of the ball screw 138. As a result, the longitudinally displaceably guided hollow spindle 138h of the ball screw drive 138 and with it the annular thrust ram 106a move along the axis 102 (FIG. 3 to the right) and in the process compresses the brake arrangement 106.The stack of brake disks 106 ccomprises a plurality of brake disks 106 cthat are alternately fastened to a rim 104 aof the wheel 104 and are received on a receptacle 106 cof the brake arrangement 106. The seat 106 cof the brake assembly 106 is L-shaped in cross section. It is fixed to the axle 102 in a rotationally fixed manner and non-displaceably in the longitudinal direction.With the position of the ball screw drive 138 and the electromechanical actuator 110 illustrated in FIG. 3, it is possible to realize the first operating mode M 1. in the first operating mode M 1, the first electromechanical actuator 110 is coupled to the brake arrangement 106 by the linear drive 136 in order to actuate or release it. After the coupling, upon rotation of the first electro-mechanical actuator 110, the brake assembly 106 may apply or reduce a braking torque to the wheel 104.In order to assume the second operating mode M 2, in which the electromechanical actuator 110 couples to the wheel 104, the electromechanical actuator 110 is displaced by the linear drive 136 in the direction of the rim 104 a(to the rightmost direction in FIG. 4 ) to such an extent that a driving ring 114 r, which is arranged rotationally fixedly at the end (to the rightmost direction in FIG. 4 ) of the tubular bearing flange 114 f, engages with journals 114 sin diametrically opposed openings 104 oin the rim of the wheel 104. In this position, the two toothed rings 114z and 138z must no longer be in engagement. Thus, a second operating mode M 2 is realized, in which the electromechanical actuator 110 is pushed by the linear drive 136 in the direction of the wheel 104, so that the electromechanical actuator 110 couples to the wheel 104 in a rotationally fixed manner. In this position, rotation of the electro-mechanical actuator 110 causes the wheel 104 to rotate about the axis 102.Between the housing shell 116c and the wheel 104, the tubular bearing flange 114f carries a fan arrangement 120. Upon rotation of the first electromechanical actuator 110, the blower arrangement 120 is rotated as well. In the variant shown in FIG. 2 b, the blower arrangement 120 is permanently fixedly coupled to the tubular bearing flange 114 f. In other variants, the blower arrangement 120 is to be coupled between fixedly coupled and non-coupled, switchably to the rotor 114 aof the first electromechanical actuator 110. All of these variants enable the third operating mode M 3 to be realized, in which the first electromechanical actuator 110 is coupled or is to be coupled to the blower arrangement 120 acting on the brake arrangement 106 and / or the wheel 104 in order to actuate the blower arrangement 120.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedUS 2017 / 0267336 A1

[0005] CA 2 845 205 C

[0006] EP 2 666 717 A2

[0007] EP 3 453 613 A1

[0008] EP 3 121 077 A1

[0009]

Claims

Chassis (100) of an aerial or land vehicle, having - an axle (102); - a wheel (104) carried by the axle (102); - an electromechanical actuator (110) which is connected in a driven manner on the output side (112) to an input side (132) of a transmission arrangement (130); wherein - the transmission arrangement (130) is switchable between at least two operating modes (M1, M2, M3) and is configured (i) in a first operating mode (M1) to couple the electromechanical actuator (110) to a brake arrangement (106) in order to actuate or release it, wherein the brake arrangement (106) is arranged and is configured to exert a braking torque on the wheel (104) in response to actuating the brake arrangement (106); and / or (ii) in a second operating mode (M 2) to couple the electromechanical actuator (110) to the wheel (104) in order to rotate the wheel (104); and / or (iii) in a third operating mode (M 3) to couple the electromechanical actuator (110) to a blower arrangement (120) acting on the brake arrangement (106) and / or the wheel (104) in order to actuate the latter.Chassis (100) of an aerial or land vehicle, in particular according to claim 1, wherein - the electromechanical actuator (110) comprises (i) for exerting a braking torque on the wheel (104), and / or (ii) for rotating the wheel (104), and / or (iii) for actuating the blower arrangement (120), a disk rotor electric machine having at least one rotor (114a) and at least one stator (124); - the at least one rotor (114a) and the at least one stator (124) each have a front side (114aa, 114ab; 124a, 124b) facing each other; the at least one rotor (114a) and / or the at least one stator (124) each have an ironless carrier disc (114a', 124'), which each carry field coils (126a) or permanent magnets (114a); an air gap (128) is formed in each case between the carrier disc (114a') of each rotor (114a) and the carrier disc (124') of each stator (124); the field coils (126) and / or the permanent magnets (114a) are oriented and arranged on the carrier disc (114a') of each rotor (114a) or the carrier disc (124') of each stator (124) in such a way that the field coils (126), in the current-carrying state, and / or the permanent magnets (114a) at least temporarily cause identical or opposite magnetic fields which cause a rotational or longitudinal relative movement of the rotor (114a) with respect to the stator (124).Chassis (100) of an aerial or land vehicle, in particular according to Claim 2, wherein - the carrier disc (114a') of each rotor (114a) and / or the carrier disc (124') of each stator (124) is formed as a single-layer or as a multilayer printed circuit board, or, in the case of permanent magnets (114a), is formed as a ferromagnetic carrier disc, and the field coils (126) have conductor tracks of polyphase configuration, optionally with plated-through holes, which are embedded or at least partially exposed in the carrier disc (114a'; 124') of each rotor (114a) or of each stator (124).Chassis (100) of an aerial or land vehicle, in particular according to Claim 2 or 3, wherein - permanent magnets (114a) are provided which are embedded or at least partially exposed in the carrier disc of each rotor (114a) or each stator (124) as permanent magnets (114a), which are approximately 0.5 to 15 times, preferably four to twelve times, as high as the air gap (128) in the axial direction; - the permanent magnets (114a) are preferably designed as rare-earth magnets with a high remanent induction and / or with a high coercive field strength; and / or - the stator (124) has field coils (126) of a three- or higher-phase configuration; and / or a control unit (CU) is provided, which is configured and connected to the field coils (126) in such a way that the field coils (126) of one of the carrier disc (124') of each stator (124) are also to be synchronously controlled independently of the field coils (126) of another carrier disc (124') of the stator (124).Chassis (100) of an aerial or land vehicle, in particular according to Claim 2, 3 or 4, wherein - the carrier disc of each rotor is held on a machine shaft in a rotationally fixed manner and movable in the axial direction; and / or - each carrier disc of the rotor and each carrier disc of the stator are arranged movably with respect to one another in the axial direction of the machine shaft; and / or space of the rotor (14) and / or of the stator (16) located between or in the field coils (116a) is iron-free; and / or iron-containing covers are provided on both end faces of the machine, which covers are (i) designed to absorb high magnetic axial forces, and / or (ii) designed to return magnetic flux.Chassis (100) of an aerial or land vehicle, in particular according to one of Claims 1 to 5, wherein - the transmission arrangement (130) for (i) the first mode (M1) is configured, after coupling the electromechanical actuator (110) to the brake arrangement (106), to convert a rotational movement carried out by the electromechanical actuator (110) into a linear movement by means of a trapezoidal, ball or planetary screw drive in order to actuate or release the brake arrangement (106); and / or - the transmission arrangement (130) for (ii) the second mode (M 2) is configured, after coupling the electromechanical actuator (110) to the wheel (104), to convert a rotational movement carried out by the electromechanical actuator (110) into a rotational movement of the wheel (104); and / or - the transmission arrangement (130) for (iii) the third mode (M 3) is configured, after coupling the electromechanical actuator (110) to the blower arrangement (120), to convert a rotational movement carried out by the electromechanical actuator (110) into a rotational movement of the blower arrangement (120).Chassis (100) of an aerial or land vehicle, in particular according to one of Claims 1 to 6, wherein - the transmission arrangement (130) comprises a second actuator (150) which is configured to couple the rotor (114a) of the electromechanical actuator (110) (i) for the first mode (M1) in a rotationally fixed manner to a trapezoidal, ball or planetary threaded nut () of the trapezoidal, ball or planetary threaded drive in order to convert the rotational movement carried out by the electromechanical actuator (110) into a linear movement of a threaded spindle () in order to actuate or release a brake shoe of the brake arrangement (106); the rotor (114a) of the electromechanical actuator (110) (ii) for the second mode (M2) to be coupled rotationally fast to the wheel (104) in order to convert the rotational movement carried out by the electromechanical actuator (110) into a rotational movement of the wheel (104); to decouple the rotor (114a) of the electromechanical actuator (110) (iii) for the third mode (M3) from the trapezoidal, ball or planetary threaded nut () of the trapezoidal, ball or planetary threaded drive and from the wheel (104) in order to actuate the blower arrangement (120) acting on the brake arrangement (106) and / or the wheel (104) in a rotational manner; wherein - the blower arrangement (120) is optionally permanently fixedly coupled or is to be switchably coupled between fixedly coupled and uncoupled to the rotor (114a) of the electromechanical actuator (110).Method for operating a chassis (100) of an aerial or land vehicle having an axle (102); a wheel (104) carried by the axle (102); and an electromechanical actuator (110) which is connected in a driven side (112) to an input side (132) of a transmission arrangement (130); wherein - the transmission arrangement (130) is switched between at least two operating modes (M1, M2, M3) in order (i) in a first operating mode (M1) to couple the electromechanical actuator (110) to a brake arrangement (106) in order to actuate or release it, wherein the brake arrangement (106) is arranged and configured to exert a braking torque on the wheel (104) in response to actuating the brake arrangement (106); and / or (ii) in a second operating mode (M 2) to couple the electromechanical actuator (110) to the wheel (104) in order to rotate the wheel (104); and / or (iii) in a third operating mode (M 3) to couple the electromechanical actuator (110) to a blower arrangement (120) acting on the brake arrangement (106) and / or the wheel (104) in order to actuate the latter.

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