Device for rotating an aircraft wheel

Abstract

The invention relates to a landing gear (P) for an aircraft comprising an axle (E) carried by a strut (T), said axle being provided with a rotatably-mounted wheel (RM) and a drive device (1, 1') for rotating the wheel (RM), the drive device comprising a motor (11) mounted at one end of the axle for transmitting a rotational torque to the wheel and a body (20, 20') projecting out of the motor and snugly received in the axle, at least a first harness (22) extending along the body and connecting the motor to a first coupler (21, 21') carried by a free end of the body in order to co-operate with a second coupler (30, 30') of the landing gear so as to supply the motor with power, characterised in that the second coupler is received in an opening (E2) formed in the axle at the junction between the strut and the axle.

Description

[0001] DEVICE FOR DRIVING AN AIRCRAFT WHEEL IN ROTATION

[0002] The present invention relates to the ground movement of an aircraft, and more particularly to an aircraft landing gear comprising a wheel and a device for driving the wheel in rotation. The invention also relates to an aircraft equipped with such a landing gear.

[0003] BACKGROUND OF THE INVENTION

[0004] In the field of aviation, it is now planned to equip aircraft with wheel rotation drive members to enable the aircraft to move on the ground without using its powertrains. A drive member mounted on a landing gear is described in document FR-A-3024706. This drive member comprises an electric motor mounted at one end of an axle carrying the wheels of the landing gear to transmit a rotational torque to one of said wheels via a connection interface.

[0005] The power cables for the electric motor, like the cables for controlling the sensors and the actuators equipping the motorized wheel, generally run down the length of the landing gear and are provided at one end with a connector intended to be connected to the motor.

[0006] To connect these power cables to the motor, it was considered to route them to the motor by bypassing the wheel. However, the cables and their connectors are then subject to impacts (birds, stones, tire debris, hail, lightning, etc.).

[0007] It has also been considered to route the power cables to the motor through the axle by passing them from the center of the axle to one end of the axle. However, the low gauge of the power cables makes the power cables very rigid with a large permissible bending radius, which does not allow their integration into the axle with an excess length allowing the motor to be dismantled. Moreover, by exiting from the end of the axle, a portion of the cables is always subject to projections and a comfort loop is necessary to ensure the connection / disconnection of the motor.

[0008] SUBJECT OF THE INVENTION

[0009] The invention therefore aims to propose a device making it possible to at least partially overcome the aforementioned drawbacks.

[0010] SUMMARY OF THE INVENTION

[0011] To this end, the invention provides an aircraft landing gear comprising an axle carried by a rod and on which a wheel is rotatably mounted. The landing gear is equipped with a device for driving the wheel in rotation. The drive device comprises a motor mounted at one end of the axle to transmit a rotational torque to the wheel, and a body extending projecting from the motor and received for adjustment in the axle, at least a first harness extending along the body and connecting the motor to at least a first coupler carried by a free end of the body to cooperate with a second coupler of the landing gear so as to supply the motor with energy.

[0012] According to the invention, the second coupler is received in an orifice provided in the axle at the junction between the rod and said axle.

[0013] In particular, the training device comprises a second harness connected to the first coupler and extends along the body to feed signals from sensors equipping the device and / or the wheel.

[0014] In particular, the engine is electric.

[0015] According to a particular feature, the second coupler is received in the hole of the axle to couple with the first coupler when mounting the drive device on the axle.

[0016] In particular, the couplers are arranged to couple by mutual engagement in a direction parallel to a longitudinal axis of the tubular body.

[0017] According to another particular feature, the second coupler is received in the axle hole after mounting the drive device on the axle to couple with the first coupler.

[0018] In particular, the first coupler and the second coupler are arranged to couple by mutual engagement in a direction orthogonal to a longitudinal axis of the body.

[0019] In particular, the second coupler is adapted to receive the first coupler.

[0020] In particular, the first coupler is adapted to receive the second coupler.

[0021] The invention further relates to an aircraft comprising at least one such landing gear.

[0022] BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The invention will be better understood in light of the following description, which is purely illustrative and not limiting, and must be read in conjunction with the appended drawings, among which:

[0024] [Fig. 1] Figure 1 is a simplified representation of an aircraft comprising main landing gears having wheels provided with a rotational drive device according to the invention;

[0025] [Fig. 2] Figure 2 is a front view of one of the main landing gears of the aircraft illustrated in Figure 1;

[0026] [Fig. 3] Figure 3 is a perspective view of the axle and drive device fitted to the main landing gear shown in Figure 2; [Fig. 4] Figure 4 is an axial sectional view of the axle and drive device shown in Figure 2;

[0027] [Fig. 5] Figure 5 is a perspective view of a portion of the drive device illustrated in Figure 2;

[0028] [Fig. 6] Figure 6 illustrates the disassembly of the drive device shown in Figures 3 to 5; and

[0029] [Fig. 7] Figure 7 is a cross-sectional view of a variation of the axle and drive arrangement shown in Figure 2.

[0030] DETAILED DESCRIPTION OF THE INVENTION

[0031] An aircraft A comprises, as illustrated in Figure 1, two main landing gears P each comprising a leg J ​​having a first end articulated on a structure S of the aircraft A and, opposite, a second end carrying wheels R, RM rotating on an axle E around an axis Y. The leg J ​​is movable between a retracted position (not shown) and a deployed position illustrated here.

[0032] Each of the wheels R, RM comprises a rim receiving a tire and is equipped with a brake. The rim is connected by a disc to a hub mounted to rotate on the axle E around the Y axis. In a manner known per se, the brake comprises a stack of discs received in an annular space delimited by the rim and the hub. The stack of discs comprises alternating stator discs fixed in rotation relative to the axle E and rotor discs fixed in rotation relative to the rim. A hydraulic cylinder is arranged to exert a pressing force on the stack of discs via a hydraulic crown. Each braking carried out by the pilot of the aircraft A causes an increase in temperature of the brake discs and their immediate environment, requiring the provision of heat shields not detailed here.With reference to Figure 2, the leg J ​​is held in the deployed position by means of a bracing member comprising a first connecting rod B1 articulated on the structure S of the aircraft A and a second connecting rod B2 articulated on the leg J ​​and on the first connecting rod B1. The first connecting rod B1 and the second connecting rod B2 are, in the deployed position, in a substantially aligned position.

[0033] The leg J ​​comprises a box C articulated on the structure S of the aircraft A, and a rod T slidably mounted in the box C along an axis Z to form a shock absorber. The rod T carries at a lower end the axle E pivotally receiving the wheels R, RM. In a manner known per se, a main compass and a secondary compass (not shown here) allow the sliding of the rod T in the box C, while preventing the pivoting of the rod T around the axis Z, relative to the box C. The axle E is integral with the rod T so that said axle E is immobile with respect to said rod T. The axis Z is here substantially perpendicular to the axis Y.

[0034] The RM wheels are said to be "motorized", that is to say equipped with a drive device 1 intended to move the aircraft A without using its powertrains when it is on the ground. The following description relates to a single motorized RM wheel, but the invention of course applies in the same way to all or part of the motorized RM wheels of the aircraft A.

[0035] With reference to figures 3 and 4, the drive device 1 comprises a first body 10 of generally cylindrical shape and a second tubular body 20 extending coaxially projecting from the first body 10. The first body 10 and the second body 20 respectively constitute a motorization zone of the wheel RM and a zone of engagement of the drive device 1 in the axle E. The cylindrical body 10 comprises an electric motor 11 mounted at a free end of the axle E which is bordered by axial projections forming dog teeth Ei (figure 3).

[0036] The motor 11 comprises a stator carrying magnetic coils at the periphery. The stator is coupled to the axle E by the engagement of the dog teeth Ei of said axle E in housings provided in said stator, so that the stator is stationary with respect to the axle E.

[0037] The motor 11 also comprises a rotor mounted to rotate on the stator, here by means of bearings. The rotor comprises a drum carrying permanent magnets. The circulation of a current in the coils adapted to create a rotating magnetic field induces on the drum a mechanical torque driving said drum in rotation. When the drive device 1 is in position on the axle E, the axis of rotation of the rotor coincides with the axis Y of rotation of the wheel RM. The drum carries a plurality of tie rods 12 which extend parallel to the axis of rotation of the rotor. An interface member (not shown) extends between the tie rods 12 and the rim of the wheel RM to connect in rotation the drum of the rotor and the rim so as to transmit the torque of said rotor to said wheel RM.

[0038] The cylindrical body 10 also comprises an electric fan 13 mounted on the motor 11 to create an air flow around the brake discs and around the motor 11 so as to accelerate the cooling of said brake discs and said motor 11 as well as their immediate surroundings.

[0039] The tubular body 20 is integral with the stator and is received in a fit manner in the axle E, the tubular body 20 extending here coaxially with respect to said axle E. A free end of the tubular body 20 carries a male electrical coupler 21 opening into a central orifice E2 formed in the axle E at the junction between the rod T and said axle E. The orifice E2 extends along an axis X perpendicular to the axis Y and to the axis Z and receives a female electrical coupler 30 adapted to receive, in a direction parallel to the axis Y, the male electrical coupler 21 carried by the tubular body 20 of the drive device 1.

[0040] A mechanism will be provided for locking the drive device 1 in a connected position in which the male coupler 21 is received in the female coupler 30.

[0041] A guide system provided on the female coupler 30 and on the tubular body 20 ensures correct alignment of the male coupler 21 and the female coupler 30 before their connection.

[0042] An angular keying system provided here on the female coupler 30 and on the tubular body 20 makes it possible to guarantee the correct angular orientation of the male coupler 21 and the female coupler 30 before their connection. The keying system can also be provided on the axle E.

[0043] With reference to Figures 4 and 5, first electrical harnesses 22, 23, 24 extend inside the tubular body 20 from the male electrical coupler 21 into the cylindrical body 10 in a substantially rectilinear manner. Figure 5 shows:

[0044] - an electrical power harness 22 for supplying current to the motor of the drive device 1 and the brake cooling fan 13, and

[0045] - two electrical signal harnesses 23, 24 for feeding back signals from various sensors equipping the drive device 1 and / or landing gear management signals equipping the wheel RM, such as the rotation speed of the wheel RM, the tire pressure, the temperature of the brake discs, etc. For safety reasons, the harnesses 22, 23, 24 are held in position in the tubular body 20 of the drive device 1, here via positioning rings 25, so that they are spaced apart by a predetermined minimum distance to ensure their segregation and facilitate their shielding. The harness 24 here constitutes a redundancy of the harness 23 to guarantee the feeding back of signals from the sensors and / or the landing gear management signals P. More generally, other harnesses can extend inside the tubular body 20 if necessary.

[0046] Second electrical harnesses 32, 33, 34 extend from the female coupler 30 to go up along the rod T to the structure S of the aircraft A. Figures 3, 4 and 5 show:

[0047] - an electrical power harness 32 connected, via the male coupler 21, to the harness 22 to supply current to the motor 11 of the drive device 1 and the brake cooling fan 13, and

[0048] - two electrical signal harnesses 33, 34 connected respectively, via the male coupler 21, to the harnesses 23, 24 to relay the signals from the various sensors and / or the management signals of the landing gear P.

[0049] The power harness 32 and the signal harnesses 33, 34 are here respectively routed along the main compass and the secondary compass. If necessary, other harnesses can be routed there.

[0050] The disassembly sequence of the drive device 1 is illustrated in Figure 6. After having checked the absence of electric current in the drive device 1, a tool is positioned on said drive device 1 to take up its mass during its extraction from the axle E. The cooling fan 13 is then removed from the engine to access the locking mechanism of the drive device 1 on the axle E. The locking mechanism is then unlocked and then the drive device 1 is extracted from the axle E by exerting on said drive device 1 a tensile force along the Y axis.

[0051] The mounting of the drive device 1 on the axle E is carried out in the reverse order of disassembly. It is understood that the female coupler 30, once received in the orifice E2, receives the male coupler 21 during the mounting of the drive device 1 on the axle E: the female coupler 30 and the male coupler 21 couple in a direction parallel to the longitudinal axis of the tubular body 20.

[0052] Such an arrangement of the drive device 1 has in particular the following advantages:

[0053] - the routing of the harnesses 22, 23, 24 inside the tubular body 20 makes it possible to ensure mechanical protection of said harnesses 22, 23, 24;

[0054] - the tubular body 20 forms an electrical barrier protecting the axle E against potential electric arcs which could damage said axle E;

[0055] - the routing of the harnesses 22, 23, 24 inside the tubular body 20 makes it easier to integrate said harnesses 22, 23, 24 through the axle E (production of the harnesses 22, 23, 24 to measure and in the factory without excess length for disassembly); and

[0056] - the electrical connection / disconnection of the drive device 1 is automatically carried out when it is inserted / extracted from the axle E, which makes it easier to assemble and disassemble the drive device 1.

[0057] Figure 7 illustrates a drive device 1' which is nothing other than a variant of the drive device 1. The drive device 1' differs from the drive device 1 in that it comprises a tubular body 20' having a free end carrying a female electrical coupler 21' which extends opposite the central orifice E2 formed in the axle E (it is understood that the tubular body 20' then has a length greater than that of the tubular body 20). The orifice E2 receives a male electrical coupler 30' adapted to couple, in a direction parallel to the axis X, with the female electrical coupler 21' carried by the tubular body 20' of the drive device 1'.

[0058] A guidance system fitted to the 30' male coupler and the 20' tubular body ensures proper alignment of the 21' female coupler and the 30' male coupler before connecting them.

[0059] An angular keying system installed here on the 30' male coupler and on the 20' tubular body ensures the correct angular orientation of the 21' female coupler and the 30' male coupler before their connection. The keying system can also be installed on the E axle.

[0060] The sequence for disassembling the drive device will now be detailed.

[0061] After having checked the absence of electric current in the drive device 1', a tool is positioned on said drive device 1 to take up its mass when it is extracted from the axle E. The cooling fan 13 is then removed from the engine to access the locking mechanism of the drive device 1' on the axle E. The male coupler 30' is then extracted from the orifice E2 by exerting on said male coupler 30' a tensile force along the X axis then the locking mechanism is unlocked so as to extract the drive device 1' from the axle E by exerting on said drive device 1' a tensile force along the Y axis.

[0062] The assembly of the drive device l' on the axle E is carried out in the reverse order of disassembly. It is understood that the female coupler 21' receives the male coupler 30' after the assembly of the drive device l' on the axle E: the female coupler 21' and the male coupler 30' couple in a direction orthogonal to the longitudinal axis of the tubular body 20'.

[0063] Of course, the invention is not limited to the embodiment described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0064] The number of couplers (male or female) carried by the free end of the tubular body 20, 20' of the drive device 1, 1' may be greater than one.

[0065] Although the motor 11 is here electric, it can be hydraulic. The harnesses 22, 32 are then formed of rigid pipes of hydraulic fluid under pressure intended for the motor 11, and the end of the tubular body 20 carries at least one hydraulic coupler.

[0066] Although here the end of the tubular body 20 of the drive device 1 carries a male coupler 21, it can on the contrary carry a female coupler adapted to receive a male coupler inserted into the axle E via the orifice E2.

[0067] Although here the end of the tubular body 20' of the drive device 1' carries a female coupler 21', it can instead carry a male coupler adapted to couple with a female coupler inserted in the axle E via the orifice E2.

[0068] The dog teeth E bordering the free end of the axle E can be replaced by any mechanical means allowing said axle E to be coupled to the stator 12 of the electric motor 11 (splines, key, etc.).

[0069] In the case where the tubular body 20, 20' is perforated (for example to reduce its stiffness and / or its mass), the electrical protection of the harnesses 22, 23, 24 may be ensured by shielding and / or insulation arranged on said harnesses 22, 23, 24.

[0070] The fan 13 can be dismantled before the tooling taking up the mass of the drive device 1, l' is positioned on said drive device 1, l'.

Claims

DEMANDS 1. Aircraft landing gear (P) comprising an axle (E) carried by a rod (T) and on which a wheel (RM) is rotatably mounted, and equipped with a drive device (1, l') for rotating the wheel (RM), the drive device comprising a motor (11) mounted at one end of the axle to transmit rotational torque to the wheel, and a body (20, 20') extending outward from the motor and received by fit in the axle, at least a first harness (22) extending along the body and connecting the motor to at least a first coupler (21, 21') carried by a free end of the body to cooperate with a second coupler (30, 30') of the landing gear so as to supply the motor with energy, characterized in that the second coupler is received in an orifice (E2) provided in the axle at the junction between the rod and said axle.

2. Lander (P) according to claim 1, comprising at least a second harness (23, 24) connected to the first coupler (21, 21') and extending along the body to retrieve signals from sensors equipping the device and / or the wheel (RM).

3. Lander (P) according to any one of the preceding claims wherein the motor (11) is electric.

4. Aircraft landing gear (P) according to any one of the preceding claims, wherein the second coupler (30) is received in the orifice (E2) of the axle (E) to couple with the first coupler (21) when mounting the drive device (1) on the axle.

5. Aircraft landing gear (P) according to claim 4, wherein the first coupler (21) and the second coupler (30) are arranged to couple by mutual engagement in a direction parallel to a longitudinal axis of the body.

6. Aircraft landing gear (P) according to any one of claims 1 to 3, wherein the second coupler (30') is received in the orifice (E2) of the axle (E) after the mounting of the drive device (1') on the axle to couple with the first coupler (21').

7. Aircraft landing gear (P) according to claim 6, wherein the first coupler (21') and the second coupler (30') are arranged to couple by mutual engagement in a direction orthogonal to a longitudinal axis of the body.

8. Aircraft landing gear (P) according to any one of the preceding claims, wherein the second coupler (30, 30') is adapted to receive the first coupler (21, 21').

9. Aircraft landing gear (P) according to any one of the preceding claims, wherein the first coupler (21, 21') is adapted to receive the second coupler (30, 30').

10. Aircraft (A) comprising at least one landing gear (P) according to any one of claims 1 to 9.

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