Aircraft wheel rotation drive device

Abstract

A drive device (1) for rotating a wheel (RM) arranged to be pivotally mounted on an axle (E) of an aircraft landing gear, the drive device comprising a motor (11) for mounting at one end of the axle to transmit rotational torque to the wheel, and a body (20) extending from the motor to be received for fit in the axle, at least one first harness (22) extending along the body and connecting the motor to at least one first coupler (21) 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 power. (Figure from the summary: Fig. 3)

Description

Description Title of the invention: Rotational drive device for a aircraft wheel

[0001] — The present invention relates to the ground movement of an aircraft, and more particularly- linking a device for rotating an aircraft wheel. The invention also concerns a wheel equipped with such a device, a landing gear equipped with a such a wheel and of an aircraft equipped with such a landing gear.

[0002] = BACKGROUND OF THE INVENTION

[0003] — In the field of aviation, it is now planned to equip aircraft drive components rotate the wheels to allow ground movement of the aircraft without using its propulsion systems. A drive unit mounted on a lander, it is described in document FR-A-3024706. This component The drive system includes an electric motor mounted at one end of an axle. carrying the lander's wheels to transmit rotational torque to one said wheels via a link interface.

[0004] — The power cables of the electric motor, as well as the cables enabling the control of sensors and control of actuators equipping the motorized wheel, generally descend along the lander and are equipped at one end with a connector intended to be connected to the motor.

[0005] To connect these power cables to the motor, it was considered to route them to the motor, bypassing the wheel. However, the cables and their connectors are then subjected to impacts (birds, stones, tire debris, hail, lightning…).

[0006] It was also considered to route the power cables to the motor at across the axle by passing them from the center of the axle towards one end of said axle axle. However, the small gauge of the power cables makes said cables very rigid power supplies with a large permissible bend radius, which does not allow not their integration into the axle with an extra length allowing the dismantling of the engine. What's more, by exiting through the end of the axle, a portion of the cables is always subject to projections and a loop of ease is necessary to ensure the connecting / disconnecting the motor.

[0007] SUBJECT OF THE INVENTION

[0008] = The invention therefore aims to provide a device that makes it possible to overcome at least partly due to the aforementioned disadvantages. Summary of the invention

[0009] — To this end, the invention proposes a device for rotating a wheel arranged to be pivotally mounted on an aircraft landing gear axle. The drive device comprises a motor intended to be mounted at one end of the axle to transmit rotational torque to the wheel, and a body extending from the motor to be received by a fit within the axle. At least one first harness extends along the body and connects the motor to at least one first coupler carried on a free end of the body to cooperate with a second coupler on the landing gear so as to supply power to the motor. In particular, the drive device includes a second harness connected to the first coupler and extends along the body to pick up signals from sensors fitted to the device and / or the wheel. In particular, the engine is electric. The invention also relates to a wheel mounted pivotally on an axle of an aircraft landing gear, the wheel being equipped with such a drive device. The invention also relates to an aircraft landing gear comprising an axle on which such a wheel is rotationally mounted. The invention also relates to a wheel mounted pivotally on an axle of an aircraft landing gear, the wheel being equipped with such a drive device. The invention also relates to an aircraft landing gear comprising an axle on which such a wheel is rotationally mounted. In particular, the second coupler is received in an orifice of the axle to couple with the first coupler when mounting the drive device on the axle. In particular, the couplers are arranged to couple by mutual engagement along a direction parallel to a longitudinal axis of the tubular body. In particular, the second coupler is adapted to receive the first coupler. In particular, the first coupler is adapted to receive the second coupler. The invention further relates to an aircraft comprising at least one such landing gear. Brief description of the drawings The invention will be better understood in light of the following description, which is purely illustrative and not limiting, and should be read in conjunction with the accompanying drawings, among which: |Fig.1] [Fig.1] is a simplified representation of an aircraft comprising main landing gear with wheels equipped with a rotational drive device according to the invention; [Fig. 2] [Fig. 2] is a front view of one of the aircraft's main landing gear illustrated in [Fig.1]; [Fig.3] [Fig.3] is a perspective view of the axle and drive device equipping the main lander illustrated in [Fig.2]; [Fig.4] [Fig.4] is an axial cross-sectional view of the axle and drive device illustrated in [Fig.2]; [Fig. 5] [Fig. 5] is a perspective view of part of the training device illustrated in [Fig. 2]; and [Fig.6] [Fig.6] illustrates the disassembly of the drive device shown in figures 3 to 5. DETAILED DESCRIPTION OF THE INVENTION An aircraft A comprises, as illustrated in [Fig.1], two main landers 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, Ry 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. Each of the wheels R, Ry comprises a rim receiving a tire and is equipped with a brake. The rim is connected by a flange to a hub mounted to rotate on the axle E around the Y-axis. The brake, as is known per se, consists of a stack of discs housed in an annular space defined by the rim and the hub. The disc stack alternates between fixed stator discs rotating about the axle E and fixed rotor discs rotating about the rim. A hydraulic cylinder is arranged to exert a pressing force on the disc stack via a hydraulic ring. Each braking action performed by the pilot of aircraft A causes a temperature increase in the brake discs and their immediate surroundings, necessitating the use of heat shields, which are not detailed here. Referring to [Fig.2], the leg J ​​is held in the deployed position by means of a bracing element 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. The leg J ​​comprises a box C hinged to the structure S of the aircraft A, and a rod T slidably mounted within the box C about an axis Z to form a shock absorber. The rod T carries at its lower end the axle E, which receives the wheels R, RM by pivoting. In a manner known per se, a primary compass and a secondary compass (not shown here) allow the rod T to slide within the box C, while preventing the rod T from pivoting about the axis Z, relative to the box C. The axle E is fixed to the rod T such that said axle E is stationary vis- with respect to said rod T. The Z axis is here substantially perpendicular to the Y axis. The Ry wheels are described as "motorized," meaning they are equipped with a drive device 1 designed to move the aircraft A without using its propulsion units when it is on the ground. The following description relates to a single motorized wheel R, but the invention is of course equally applicable to all or part of the motorized Ry wheels of the aircraft A. With reference to figures 3 and 4, the drive device 1 comprises a first body 10 of overall cylindrical shape and a second tubular body 20 extending coaxially in projection from the first body 10. The first body 10 and the second body 20 constitute respectively an engagement zone of the drive device | in the axle E and a motorization zone of the wheel Ry. The cylindrical body 10 includes an electric motor 11 mounted at a free end of the axle E which is bordered by axial projections forming dog clutch claws E, ([Fig.3]). The motor 11 comprises a stator with magnetic coils on its periphery. The stator is coupled to the axle E by the engagement of the dog clutches E of said axle E in housings provided in said stator, so that the stator is stationary relative to the axle E. The motor 11 also includes a rotor mounted to rotate on the stator, here by means of bearings. The rotor has a drum carrying permanent magnets. The circulation of a current in the coils, adapted to create a rotating magnetic field, induces a mechanical torque on the drum, causing the drum to rotate. When the drive device 1 is in position on the axle E, the axis of rotation of the rotor coincides with the Y-axis of rotation of the wheel Ry. The drum carries a plurality of tie rods 12 that extend parallel to the axis of rotation of the rotor. An interface element (not shown) extends between the tie rods 12 and the rim of the wheel Ry to rotationally link the rotor drum and the rim so as to transmit the torque of the rotor to the wheel Ru. The cylindrical body 10 also includes an electric fan 13 mounted on the motor 11 to create an airflow around the brake discs and around the motor 11 so as to accelerate the cooling of said brake discs and said motor 11 and their immediate surroundings. The tubular body 20 is integral with the stator and is received by a fit in the axle E, the tubular body 20 extending here coaxially with respect to said axle E. One free end of the tubular body 20 carries a male electrical coupler 21 opening into a central orifice E formed in the axle E at the junction between the rod T and said axle E. The orifice Ez extends along an axis X perpendicular to the Y and Z axes and receives a female electrical coupler 30 adapted to receive the coupler male electrical 21 carried by the tubular body 20 of the drive device 1. A locking mechanism will be provided for the drive device 1 in a connected position in which the male coupler 21 is received in the female coupler 30. A guide system fitted on the female coupler 30 and on the tubular body 20 ensures proper alignment of the male coupler 21 and the female coupler 30 before their connection. An angular alignment system fitted here on the female coupler 30 and on the tubular body 20 ensures the correct angular orientation of the male coupler 21 and the female coupler 30 before they are connected. The alignment system can also be fitted on the axle E. With reference to Figures 4 and 5, the 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 straight line. Figure 5 shows: a 22-volt power electrical harness to supply current to the motor of the drive unit! and the brake cooling fan 13, and two electrical signal harnesses 23, 24 for transmitting signals in origin from various sensors equipping the drive unit | and / or lander management signals equipping the Ry wheel, such as speed wheel rotation Ry, tire pressure, temperature of brake discs... For safety reasons, harnesses 22, 23, and 24 are held in position within the tubular body 20 of the drive unit 1, here via positioning rings 25, so that they are spaced at a predetermined minimum distance to ensure their segregation and facilitate shielding. Harness 24 here provides redundancy for harness 23 to ensure the transmission of signals from the sensors and / or the lander P control signals. More generally, other harnesses can extend inside the tubular body 20 if necessary. Second electrical harnesses 32, 33, 34 extend from the female coupler 30 up the rod T to the structure S of aircraft A. Figures 3, 4 and 5 show: a power electrical harness 32 connected, via the male coupler 21, to the harness 22 to supply power to the motor 11 of the drive device 1 and the 13 brake cooling fan, and two electrical signal harnesses 33, 34 connected respectively, via the male coupler 21, to harnesses 23, 24 to bring up the signals in origin of the various sensors and / or lander management signals P. The power harness 32 and the signal harnesses 33 and 34 are routed along the main and secondary compasses, respectively. Additional harnesses can be routed there if necessary. The disassembly sequence of the drive unit is illustrated in [Fig. 5]. After verifying the absence of electrical current in the drive unit 1, a tool is positioned on said drive unit 1 to support its mass during its removal from the axle E. The cooling fan 13 is then removed from the engine to access the locking mechanism of the drive unit 1 on the axle E. The locking mechanism is then unlocked, and the drive unit 1 is removed from the axle E by applying a pulling force to said drive unit 1 along the Y-axis. The assembly of the drive device 1 onto the axle E is carried out in the reverse order of disassembly. Such an arrangement of the training device 1 offers, in particular, the following advantages: the routing of harnesses 22, 23, 24 within the second section 20 allows for mechanical protection of said harnesses 22, 23, 24; The tubular body 20 forms an electrical barrier protecting axle E against potential electrical arcs that could damage said axle E; the routing of harnesses 22, 23, 24 inside the tubular body 20 facilitates the integration of said harnesses 22, 23, 24 through axle E (Harnesses 22, 23, 24 are manufactured to measure and in the factory without excess length) (for disassembly); and The electrical connection / disconnection of the drive device is automatic. mechanically performed during its insertion / extraction into axle E, which facilitates the assembly and disassembly of the drive device 1. 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. The number of male couplers carried by the free end of the tubular body 20 of the drive device 1 may be greater than one. Although the motor 11 is electric here, it can be hydraulic. The harnesses 22, 32 are then formed of rigid pipes of pressurized hydraulic fluid destined for the motor 11, and the end of the tubular body 20 carries at least one hydraulic coupler. Although here the end of the tubular body 20 of the drive device 1 carries a male coupler 21, it can instead carry a female coupler adapted to receive a male coupler inserted into the axle E via the orifice Ez after insertion of the device drive | in said axle E. The tubular body 20 will then have a length greater than that illustrated so that the female coupler extends in relation to the orifice E…. Depending on the location of the female coupler 30 in the axle E, the tubular body 20 may have a different length than that illustrated in [Fig.4]. The dog clutch claws E, bordering the free end of the axle E, can be replaced by any mechanical means allowing the said axle E to be coupled to the stator 12 of the electric motor 11 (splines, key, etc.). In the case where the tubular body 20 is perforated (for example to reduce its stiffness and / or mass), the electrical protection of the harnesses 22, 23, 24 can be ensured by a shield and / or an insulator placed on said harnesses 22, 23, 24.

Claims

Demands

1. A drive device (1) for rotating a wheel (Rm) arranged to to be pivotally mounted on an axle (E) of an aircraft landing gear, the drive device comprising a motor (11) intended to be mounted at one end of the axle to transmit rotational torque to the wheel, and a body (20) extending outward from the engine to be received with adjustment in the axle, at least one first harness (22) extending along the body and connecting the motor to at least one first coupler (21) carried by a free end of the body to cooperate with a second lander coupler so as to supply the motor with energy.

2. Drive device (1) according to claim 1, comprising at minus a second harness (23, 24) connected to the first coupler (21) and extending along the body to pick up signals coming from sensors equipping the device and / or the wheel (Ry).

3. Drive device (1) according to any one of the claims previous ones in which the motor (11) is electric.

4. Wheel (Ry) pivotally mounted on an axle (E) of a lander (P) of aircraft, the wheel being equipped with a drive device (1) according to any one of the preceding claims.

5. Aircraft landing gear (P) comprising an axle (E) on which is mounted to rotation a wheel (R,,) according to claim 4.

6. Aircraft landing gear (P) according to claim 5, wherein the a second coupler (30) is received in an orifice (E) of the axle (E) for to couple with the first coupler (21) during the assembly of the device drive (1) on the axle.

7. Aircraft landing gear (P) according to claim 6, wherein the Couplers are arranged to couple by mutual engagement according to a direction parallel to a longitudinal axis of the tubular body.

8. Aircraft landing gear (P) according to claim 7, wherein the The second coupler (30) is adapted to receive the first coupler (21).

9. Aircraft landing gear (P) according to claim 7, wherein the The first coupler (21) is adapted to receive the second coupler (30).

10. Aircraft (A) comprising at least one landing gear (P) according to one any of claims 5 to 9.