Wheel with combined magnetic / friction braking for a vehicle, and aircraft landing gear and aircraft provided with such a wheel

Abstract

The invention relates to a braked vehicle wheel (103) comprising at least one hub portion (104.1) and one rim portion (105.1) that is coaxial with the hub portion (104.1), thereby defining an annular space (108), which rim portion is connected to the hub portion (104.1) by a disc portion (106.1), the wheel comprising: - a first friction braking device (50) comprising at least one rotor disc and one stator disc housed in the annular space and at least one first actuator (56) rigidly attached to an actuator-bearing ring (54) that is fixed with respect to a shaft (102) for rotating the wheel; - a second magnetic braking device (1) comprising a rotor (3), a stator (2), at least one second actuator (7) for axially moving the stator (2) and the rotor (3) relative to one another between a braking position and a freely rotatable position, and a plurality of magnets (11, 12, 13, 14) arranged to emit, between the rotor (3) and the stator (2), a magnetic flux capable of producing a braking force when the stator (2) is in the braking position; characterised in that the second actuator (7) is mounted on the actuator-bearing ring (54) in opposition to the first actuator (56). The invention also relates to a landing gear and to an aircraft comprising such a wheel.

Description

[0001]MIXED MAGNETIC / FRICTION BRAKING WHEEL FOR VEHICLE, AIRCRAFT LANDING GEAR AND AIRCRAFT EQUIPPED WITH SUCH A WHEEL The present invention relates to the field of braking vehicle wheels such as aircraft wheels. The invention applies more particularly to mixed magnetic / friction braking devices, i.e. devices in which a magnetic field and mechanical friction are used simultaneously or selectively to produce a braking force. BACKGROUND OF THE INVENTION An aircraft wheel generally comprises a rim connected by a disc to a hub mounted to rotate on a wheel support shaft (axle or spindle). Friction braking devices are known comprising a stack of brake discs which is housed in a space extending between the rim and the hub and which comprises an alternation of rotor discs linked in rotation with the wheel and stator discs fixed relative to the wheel support.The braking device also comprises hydraulic or electromechanical actuators mounted on an actuator holder and arranged to apply a controlled braking force to the stack of discs so as to brake the rotation of the wheel. Eddy current magnetic braking devices are also known, used for braking vehicle wheels and more particularly aircraft wheels. Document WO-A-2014 / 029962 describes such a device comprising a rotor which is provided with magnets and which is attached to the wheel opposite an electromagnetic stator fixed relative to the landing leg carrying the wheel. Generally speaking, the performance of an eddy current magnetic braking device depends on the power of the magnets used and their dimensions. The braking device is therefore relatively heavy and bulky when the maximum braking power required isimportant. This is the case, for example, for use on aircraft, even though mass and size are severe constraints for this use. Furthermore, since eddy current braking devices can only be used when the rotor has a certain speed relative to the stator, it seemed sensible to combine the magnetic braking device with a friction braking device to ensure braking at low speed or when parking. However, this combination makes the mass and size constraints mentioned above even more problematic, in particular for use on board aircraft. OBJECT OF THE INVENTION The invention aims in particular to propose a vehicle wheel with hybrid braking that at least partially overcomes the aforementioned drawbacks. SUMMARY OF THE INVENTION To this end, the invention provides a braked vehicle wheel, comprising at least one hub part and oneof rim coaxial with the hub part by defining an annular space and connected to the hub part by a web part. The wheel comprises: - a first braking device, by friction, comprising at least one rotor disc and one stator disc housed in the annular space and at least one first actuator secured to an actuator-carrying ring fixed relative to a rotation shaft of the wheel; - a second braking device, magnetic, comprising a rotor, a stator, at least one second actuator for axially moving the stator and the rotor relative to each other between a braking position and a free rotation position, and a plurality of magnets arranged to emit between the rotor and the stator a magnetic flux capable of producing a braking force when the stator is in the braking position; The second actuator is mounted on the actuator-carrying ring in opposition to the first actuator. Thus, the ringactuator holder provides a dual function since it supports both the actuator of the friction braking device and the actuator of the magnetic braking device. This allows the hybrid braking device to be lightened and its size to be reduced. This compactness facilitates the installation of the hybrid braking device in the wheel. In addition, this dual function of the actuator holder ring allows the braking device to be optimized and simplified. According to optional features, used individually or in whole or in part in combination: - the stator is fixed to a mobile element of the second actuator; - the actuator holder ring comprises, opposite the annular space, at least one guide stud for the relative movement of the stator and the rotor; - the first actuator is received in a first housing formed by a tube and the guide stud is formed by a tube extending the tube forming the first housing of aside of the actuator-carrying ring opposite the annular space; - the actuator-carrying ring comprises, opposite the annular space, at least one torque transfer member between the stator and the shaft; - the guide stud is arranged to form the torque transfer member of the stator; - the actuator-carrying ring is fixed on a torque tube carrying at least one stator disc of the friction braking device; - then: o the shaft comprises an external flange, o the torque tube has a diameter greater than a diameter of the external flange of the shaft and has a first end provided with an internal flange fixed on the external flange of the shaft, o the actuator-carrying ring has an internal diameter greater than the diameter of the external flange of the shaft to extend around the latter and is fixed to the first end of the torque tube. The invention also relates to a landing gear equipped with such a wheel and an aircraftequipped with such a landing gear. Other characteristics and advantages of the invention will emerge from reading the following description of particular and non-limiting embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS Reference will be made to the appended drawings, among which: [Fig. 1] Figure 1 is a partial schematic view of an aircraft equipped with landing gears according to the invention; [Fig. 2] Figure 2 is a partial schematic perspective view and with an axial section in an angular sector of one of the wheels of this aircraft, with the magnetic braking device in a braking state and the friction braking device in a braking state; [Fig. 3] Figure 3 is a schematic view of a wheel according to the invention in axial half-section along plane III of Figure 2, with the magnetic braking device in the braking state; [Fig. 4] Figure 4 is a view similar to that of Figure 3 of this wheel, with the devicemagnetic braking in a state of free rotation; [Fig. 5] Figure 5 is a schematic view of a wheel according to the invention in axial half-section along plane V of Figure 2; [Fig. 6] Figure 6 is an end view of the braking device according to the invention; [Fig. 7] Figure 7 is a schematic view showing a possible arrangement of the magnets in a wheel according to the invention. DETAILED DESCRIPTION OF THE INVENTION With reference to Figures 1 to 6, the invention is described in application to an aircraft 100 comprising landing gears 101. Each landing gear 101 comprises a leg having a first end articulated to a structure of the aircraft and, opposite, a second, free end, provided with two coaxial shafts 102 on each of which is mounted to pivot a wheel 103. The landing gears 101 are here of the retractable type but the invention is applicable to fixed landing gears, or even to another type of vehicle such as a land vehicle. Each wheel 103comprises here, in a manner known per se, two half-wheels 103.1, 103.2 which are each made in a single piece and which are bolted to each other. Each half-wheel 103.1, 103.2 comprises a hub part 104.1, 104.2 and a rim part 105.1, 105.2 connected to the hub part 104.1, 104.2 by a web part 106.1, 106.2. Each rim part 105.1, 105.2 has an annular shape having a first annular edge integral with the web part 106.1, 106.2 and a second opposite annular edge provided with a rim or lip 107.1, 107.2. We speak of a half-wheel but also commonly of a half-rim, half-sail, half-hub even though these parts do not represent half of a wheel, rim, sail, hub. Each half-wheel 103.1, 103.2 is here made of aluminum. When the half-wheels 103.1, 103.2 are bolted to each other: - the hub parts 104.1, 104.2 form a hub which can be mounted to pivot on the shaft 102; - the rim parts 105.1, 105.2form a rim capable of receiving a tire between the lips 107.1, 107.2; - the web parts 106.1, 106.2 are pressed against each other by the bolts and form a web transmitting the forces between the hub and the rim. The rim part 105.1 extends opposite the hub part 104.1: together they define an annular space 108 having one end at least partially closed by the web part 106.1 and, opposite, an open end on the side of the lip 107.1. The wheels 103 are equipped with a braking device F comprising a friction braking device generally designated 50 and a magnetic braking device generally designated 1. The friction braking device 50 comprises a torque tube 51 which extends around the hub part 104.1 in the annular space 108 and which has a first end fixed on a flange 102' of the shaft 102 and a second end provided with an external flangeextending in the vicinity and opposite the sail portion 106.1. The torque tube 51 has a diameter greater than the diameter of the flange 102' and the first end of the torque tube 51 is provided with an internal flange which is fixed to the flange 102' by screws 61 (visible in FIG. 6) having heads accessible from the side of the flange 102' opposite the annular space 108, that is to say from an external side of the wheel. Said internal flange of the torque tube 51 is pressed against the face of the flange 102' facing the hub portion 104.1. On the torque tube 51 is threaded a stack of friction discs comprising alternately a rotor disc 52 connected in rotation with the rim part 105.1 and two stator discs 53 fixed relative to the torque tube 51 and thus to the wheel support shaft 102. The rotor disc is for example engaged to slide axially on massive axial ribs 109 extending from therim portion 105.1 radially projecting into the annular space 108. The stator discs are for example engaged to slide axially on axial ribs (not visible in the figures) extending from an external surface of the torque tube 51 radially projecting into the annular space 108. The friction braking device 50 also comprises an actuator-carrying ring 54, transverse to the shaft 102, which partially closes the annular space 108 opposite the web portion 106.1 and which comprises cylindrical housings 55 (here four in number), open on the side of the annular space 108 and blind on the opposite side. The housings 55 are each formed by a tube with a central axis parallel to the axis of rotation of the wheel and are symmetrically distributed relative to the axis of rotation of the wheel. Each housing 55 receives an actuator 56, here hydraulic, having a piston movable along the central axis of the housing 55 to bear on the stack ofdiscs in order to apply a controlled braking force on the stack of discs in abutment against the flange of the second end of the torque tube 51 so as to brake the rotation of the wheel. The actuators 56 are connected to a source of fluid and are controlled in a manner known per se. The actuator-carrying ring 54 has an internal diameter slightly greater than the external diameter of the flange 102' to surround the latter and is fixed to the first end of the torque tube 51 by screws 62 (visible in FIG. 6) having heads accessible from the side of the torque tube 51 opposite the annular space 108, that is to say from an external side of the wheel. The magnetic braking device 1 comprises a fixed element, or stator 2, and a movable element, or rotor 3. The stator 2 and the rotor 3 are coaxial with the rim portion 105.1; stator 2, rotor 3 and hub part 104.1 therefore have collinear central axes. Stator 2 has aplurality of magnets capable of generating eddy currents in the rotor 3 when the stator 2 and the rotor 3 are separated by a small air gap and the rotor 3 pivots relative to the stator 2. In the present embodiment, the rotor 3 is in one piece with the rim portion 105.1 and therefore in one piece with the half-wheel 103.1. The rotor 3 and the half-wheel 103.1 are therefore made of the same material, namely aluminum. The rotor 3 here has the shape of a crown extending in front of the lip 107.1 coaxially therewith. The crown forming the rotor 3 has: - a radial face defining a first main surface 3.1 of the rotor 3, flat, which extends transversely to the central axis of the wheel 103 and which is turned away from the lip 107.1; - an internal periphery defining a second main surface 3.2 of the rotor 3, cylindrical, which extends axially and defines an internal periphery of the radial annular part of the crown; The rotor 3 isconnected to the rim part 105.1 by a connecting ring 4 which extends in the extension of the second main surface 3.2 and of the rim part 105.1 beyond the lip 107.1. The connecting ring 4 is pierced with radial holes 5 providing several functions and in particular to limit the mass of the wheel 103. The stator 2 here has the shape of a crown which extends opposite the rotor 3 coaxially thereto and which has an internal axial rim. The stator 2 thus has an L-shaped cross-section and comprises: - a radial face provided with a first series of magnets defining a first main surface 2.1 of the stator 2, flat, which extends transversely to the central axis of the wheel 103 and which is turned towards the rotor 3; - an external periphery of the internal axial rim provided with a second series of magnets defining a second main surface 2.2 of the stator 2, cylindrical, which extends axially so as to be able to be engaged in the second main surface 3.2 of therotor 3. The stator 2 is connected in rotation to the shaft 102 by a web 6 subject in translation to actuator pistons 7 (here four in number), here electromechanical, received in housings 57 of the actuator-carrying ring 54. More precisely, the stator 2 is blocked in rotation relative to the shaft 102 by the contact of the web 6 on the actuator-carrying ring 54 which is itself fixed to the shaft 102. Screws 63 control the translation of the stator 2 to the movements of the pistons of the actuators 7. Said screws 63 have heads accessible from the side of the web 6 opposite the annular space 108, that is to say from an external side of the wheel. The housings 57 are open opposite the annular space 108 and blind on the side of the annular space 108. The housings 57 are each formed from a tube with a central axis parallel to the axis of rotation of the wheel and are symmetrically distributed relative to the axis of rotation of the wheel and relative to the housings55. The pistons of the actuators 7 are movable along the axis of rotation of the wheel to move the stator 2 between a braking position and a free rotation position. It is understood that the pistons of the actuators 7 move in directions parallel to the directions of movement of the pistons of the actuators 56 but in opposite directions (in FIG. 2, the pistons of the actuators 7 come out by moving to the left while the pistons of the actuators 56 come out by moving to the right): it is said that the actuators 7 are placed in opposition with respect to the actuators 56. Thus, the rotor 3 rotates on itself around its central axis in front of the stator 2 which is fixed to it: during this movement of the rotor 3 in a circumferential direction, the main surfaces 3.1, 3.2 remain parallel to the main surfaces 2.1, 2.2. At the same time, the stator 2 is axially movable between its two positions. In its braking position, thestator 2 is brought closer to the rotor 3 to the point that the second main surface 2.2 of the stator 2 is engaged in the second main surface 3.2 of the rotor 3: the main surfaces 2.1, 3.1 are separated from each other by a first predetermined air gap and the main surfaces 2.2, 3.2 are separated from each other by a second predetermined air gap. In its free rotation position, the stator 2 is moved away from the rotor 3 to the point that the second main surface 2.2 of the stator 2 is clear of the second main surface 3.2 of the rotor 3: the main surfaces 2.1, 3.1 are separated from each other by a third predetermined air gap and the main surfaces 2.2, 3.2 are separated from each other by a fourth predetermined air gap. The stator 2 is guided in translation between its braking position and its position of free rotation of the wheel 103 by guide studs 8, here of cylindrical shape, each partially received in a notch 9arranged in an internal periphery of the veil 6 (visible in figures 4 and 5). Each guide stud 8 is formed by a tube which extends coaxially to one of the housings 55 on one side of the actuator-carrying ring 54 opposite said housing 55. More precisely, the tube forming each guide stud 8 extends the tube forming one of the housings 55 on the side of the actuator-carrying ring 54 opposite the annular space 108. The arrangement of the magnets is shown in figure 7. The magnets, here based on rare earths, are for example 16 in number and are fixed on the ring of the stator 2 possibly via a magnetic steel support, or even on a non-magnetic support. The magnets of each series here comprise first magnets 11, 13 having a first magnetization vector substantially perpendicular to the main surface 2.1 and being separated two by two by a second magnet 12, 14 having a second magnetization vector substantially perpendicular to the firstmagnetization vectors of the first two magnets 11, 13 between which the second magnet 12, 14 is located. It is recalled that the magnetization vector indicates the direction of the magnetic field generated by a magnet and extends in the magnet from the South pole to the North pole. More precisely, the magnets 11, 12, 13, 14 have angular sector shapes and are arranged in a Halbach pattern, alternating along the circumferential direction of the stator 2 as follows: a magnet 11, a magnet 12, a magnet 13, a magnet 14, a magnet 11, a magnet 12, a magnet 13, a magnet 14 and so on… In this case: - each magnet 11 has its magnetization vector which leaves the main face 2.1 (its North pole opens onto the main face 2.1), - each magnet 12 has its magnetization vector which extends from the neighboring magnet 11 towards the neighboring magnet 13, - each magnet 13 has its magnetization vector which enters the main face 2.1 (its South pole opens onto themain face 2.1), - each magnet 14 has its magnetization vector which extends from the neighboring magnet 11 to the neighboring magnet 13. It is understood that the magnets 12, 14 arranged on each side of the same magnet 11 have their magnetization vector oriented in opposite directions. The arrangement of the magnets 11, 12, 13, 14 makes it possible to optimize and concentrate the magnetic flux produced by the magnets 11, 13 by reducing the return path of the magnetic flux which passes through the magnets 12, 14 and not through their support whose mass can be reduced since it does not need to ensure a magnetic flux conduction function. The arrangement of the magnets 11, 12, 13, 14 is the same on the main surfaces 2.1, 2.2. It is understood that to cause braking, the actuators 7 are controlled to bring the stator 2 from the free rotation position to the braking position and that, to interrupt braking, the actuators 7 are controlled to bring the stator 2 back to thefree rotation position. In the braking position, the magnets generate sufficient eddy currents in the rotor 3 to generate a braking force on the rotor 3. The circulation of the eddy currents in the rotor 3 tends to cause heating of the rotor 3, especially when these currents have a high intensity. However, it is necessary to limit the heating of the rim portion 105.1 to the vicinity of the tire in order to limit the heating of the tire that could result therefrom. The rotor 3 in which the eddy currents circulate is therefore designed to have a sufficient volume to store the heat released during braking. In addition, the connecting ring 4 has a cross-section (in a plane perpendicular to the axis of rotation of the wheel 103), here relatively thin and smaller than that of the rotor 3, which defines a restricted passage section for the heat towards the rim portion 105.1. Holes 5 allow you to further limitthis passage section so that the braking heat can only be evacuated to a very limited extent by conduction towards the rim part 105.1. In addition, the holes 5 increase the exchange surface of the connecting ring 4 with the ambient air. In addition, the rim part 105.1 has been provided with massive axial ribs 109 and friction discs 52, 53 which serve as heat sinks and limit the risk of heat transfer to the tire. The heat will therefore be evacuated from the rotor 3 by radiation, by contact with the air flow flowing over the rotor 3 due to the movement of the wheels and the aircraft and also by conduction towards the heat sinks. Below a certain rotational speed of the rotor 3, the braking torque is negligible regardless of the position of the stator 2: the friction braking device is then actuated by supplying the actuators 56 to cause the application of the press force to the stack of discs. The deviceFriction braking is also used as a parking brake. The braking force on the friction braking device is released by draining fluid from the actuators 56. The braking force on the magnetic braking device is released by moving the stator 2 to its free-rotating position. In the free rotation position of the stator 2, the magnets do not allow sufficient eddy currents to be generated in the rotor 3 to cause braking of the rotor 3. It is noted that the guide studs 8 can form a torque transfer element between the stator 2 and the shaft 102 via the torque tube 51. Preferably, the transverse clearance between the notches 9 and the guide studs 8 is smaller than the clearance between the pistons of the actuators 7 and the web 6 and / or between the piston of the actuators 7 and the body of the actuators 7 in such a way that the actuators 7 do not support any transverse force. The crownactuator carrier 54 then performs multiple functions: - carrying the actuators of the magnetic braking device in addition to those of the friction braking device; - translational guidance of the stator; - transfer of torque between the stator and the shaft. It is understood that the change of the friction discs is carried out in a particularly simple manner by unscrewing the screws then removing the actuator carrier ring 54 thus freeing access to the discs. It is also understood that, as the rotor 3 is in one piece with the wheel part 103.1, the half-wheel 103.1 serves in whole or in part as a heat sink while ensuring that heat transfers to the tire are avoided. The rotor 3 and the massive ribs 109 are relatively large: their volume is determined to give them sufficient thermal capacity to form a massive heat storage part limiting the risk of heat transfer to the tire. Of course, the invention is notlimited to the embodiments described but encompasses any variant falling within the scope of the invention as defined by the claims. In particular, the wheel may have a structure different from that described. The friction braking device may have a structure different from that described. It may comprise a different number of stator discs (for example one or more than two) and / or rotor discs (for example more than two). The actuators may be electromechanical actuators and not hydraulic actuators. For example, each electromechanical actuator comprises an electric motor and a pusher capable of being moved by the electric motor to press the stack of discs. The electromechanical actuator is thus intended to produce a controlled braking force on the stack of discs. A method of controlling the braking devices is for example known from document FR-A-2953196. In general, the actuatorsmay be electromechanical or hydraulic actuators, single or double acting. For a single acting actuator, the power supply allows forward movement of the piston and an elastic element allows the return of the piston. The number of actuators may be different from that mentioned. Preferably, at least three symmetrically distributed actuators will be used for each braking device. A rim portion (serving as a support for the tire) may be attached to a wheel plate portion and / or a wheel plate portion may be attached to a hub portion. Instead of being formed from two half-wheels, the wheel may be a single piece, made by casting or by additive manufacturing. The rotor may be attached to the wheel. The magnets may be carried by the rotor instead of the stator. The shape, arrangement and dimensions of the magnets may be different from those described. For example, the magnets 11, 12, 13, 14 may be identical to each other.others or occupy different surfaces by having different widths and / or lengths. The Halbach pattern arrangement is advantageous but is not obligatory. The magnetic braking device can be axial flux (the rotor and the stator have only radial surfaces as main surfaces), radial flux (the rotor and the stator have only axial surfaces as main surfaces as in Figures 4 and 5) or combine axial and radial flux (the rotor and the stator have axial and radial main surfaces as in Figures 2 and 3). The actuator-carrying ring 54 can be fixed directly to the shaft 102. The torque tube can be fixed to the actuator-carrying ring. The tubular arrangement of the guide studs 8 in the extension of the housings 55 is advantageous in several ways: - it allows great rigidity of the guide studs and therefore good guidance precision, - it is possible to house in the guide studthe actuator supply valve 56 so that the guide stud 8 provides mechanical protection for said valve. However, the guide studs 8 may have another shape, such as a half-tube, a solid cylinder, a half-cylinder, have a polygonal section, or be arranged elsewhere than in the extension of the housings 55. The number of guide studs may be less than or greater than four. It is also possible to have translational guidance on the one hand (for example two cylindrical surfaces providing a sliding pivot connection between the actuator-carrying ring 54 and the stator) and torque transfer on the other hand (a key for example). The stator may be fixed to the actuators by means other than screws and for example fixing by magnetism, adhesive, pinning, etc. When at least part of the wheel and the rotor are manufactured in a single piece, for example in casting or additive manufacturing, the integration of the rotor into the wheelis improved, which eliminates the need to use means for fixing the rotor to the rim. It is therefore possible to obtain a simpler, more compact and lighter structure than that of conventional braked wheels. However, the rotor can alternatively be attached to the wheel. The aluminum used here can be completely or partially replaced by any material having physical properties compatible with the intended application and for example steel, copper, or magnesium. The screws 63 can be replaced by any member capable of performing the same functions. The invention can be used on any type of vehicle, air, land or amphibious. The invention can be used for applications other than a vehicle and for example for any industrial or personal equipment requiring braking.

Claims

CLAIMS 1. Braked vehicle wheel (103), comprising at least one hub part (104.1) and a rim part (105.1) coaxial with the hub part (104.1) defining an annular space (108) and connected to the hub part (104.1) by a web part (106.1), the wheel comprising: - a first braking device, by friction (50), comprising at least one rotor disc and one stator disc housed in the annular space and at least one first actuator (56) secured to an actuator-carrying ring (54) fixed relative to a shaft (102) for rotation of the wheel; - a second braking device, magnetic (1), comprising a rotor (3), a stator (2), at least one second actuator (7) for axially moving the stator (2) and the rotor (3) relative to each other between a braking position and a free rotation position, and a plurality of magnets (11, 12, 13, 14) arranged to emit between the rotor (3) and the stator (2) a magnetic flux capable of producing a braking force when the stator (2) is in the braking position; characterized in that the second actuator (7) is mounted on the actuator-carrying ring (54) in opposition to the first actuator (56). 2.Wheel according to claim 1, in which the stator (2) is fixed to a movable element of the second actuator (7).

3. Wheel according to claim 1 or 2, in which the actuator-carrying ring (54) comprises, opposite the annular space (108), at least one guide stud (8) for the relative movement of the stator (2) and the rotor (3).

4. Wheel according to claim 3, in which the first actuator (56) is received in a first housing (55) formed by a tube and the guide stud (8) is formed by a tube extending the tube forming the first housing (55) on one side of the actuator-carrying ring (54) opposite the annular space (108).

5. Wheel according to claim 3, in which the actuator-carrying ring (54) comprises, opposite the annular space (108), at least one torque transfer member between the stator (2) and the shaft (102).

6. Wheel according to claim 3, in which the guide stud (8) is arranged to form the torque take-up member of the stator (2).

7. Wheel according to any one of the preceding claims, in which the actuator-carrying crown (54) is fixed on a torsion tube (51) carrying at least one stator disc of the friction braking device (50). 8.Wheel according to claim 7, in which: - the shaft (102) comprises an external flange (102'), - the torque tube (51) has a diameter greater than a diameter of the external flange of the shaft (102) and has a first end provided with an internal flange fixed on the external flange of the shaft; - the actuator-carrying ring (54) has an internal diameter greater than the diameter of the external flange of the shaft (102) to extend around the latter and is fixed to the first end of the torque tube (51).

9. Landing gear (101) comprising a leg having one end carrying a shaft (102) on which is mounted a wheel (103) according to any one of the preceding claims, the stator (2) being rotatably connected to the leg.

10. Aircraft comprising a structure on which is mounted at least one landing gear (101) according to claim 9.

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