AIRCRAFT WHEEL ELECTRIC MOTOR, AIRCRAFT WHEEL AND AIRCRAFT.

Abstract

The invention relates to an aircraft wheel electric motor (1) (1000) comprising a through bore and concentric rings of poles (P) enabling the generation of torque sufficient to operate the aircraft while maintaining a similar overall size to conventional solutions. The invention also relates to an aircraft wheel comprising such a motor (1), an aircraft wheel control assembly, and an aircraft (1000). Advantageously, it is thus possible to use an aircraft electric wheel in place of a conventional wheel, without substantial modification to the aircraft landing gear. Fig. 2

Description

Title of the invention: AIRCRAFT WHEEL ELECTRIC MOTOR, AIRCRAFT WHEEL AND AIRCRAFT. technical field

[0001] The present invention relates to an aircraft wheel equipped with an electric motor. The invention relates more particularly to an architecture and arrangement of a brushless electric motor in an aircraft wheel. PREVIOUS STATE OF THE ART

[0002] The aeronautical industry is making profound changes in aircraft design, with the aim of significantly reducing carbon dioxide and nitrogen oxide emissions, due to ecological and sustainable development constraints.

[0003] The increased use of electrical power in aircraft systems makes it possible to limit fuel consumption in flight and on the ground and, consequently, carbon dioxide emissions. On the ground, moving the aircraft without using its main engines, when these are of the thermal type (for example, turbojets or ducted fans), would result in substantial fuel savings. The use of electrically powered wheels for ground movement is therefore very attractive, but adapting known wheel designs would require numerous modifications to existing aircraft landing gear.

[0004] The situation can be improved. Description of the invention

[0005] An object of the present invention is to provide an electrically powered aircraft wheel having dimensions similar to those of existing aircraft wheels, in particular to allow mounting on an aircraft landing gear axle without having to make significant modifications.

[0006] To this end, an aircraft wheel electric motor is proposed comprising a concentric stator and rotor, the motor being arranged such that:

[0007] - the motor has a through bore arranged along a coincident central axis with the central axis of the rotor and the central axis of the stator, and,

[0008] - at least a portion of said rotor is arranged in said stator, and vice versa, and,

[0009] - each of said stator and of said rotor has at least two crowns electromagnetic fields joined together, each of which carries magnetic poles arranged to cooperate with magnetic poles arranged on a ring of the other between the rotor and the stator.

[0010] According to one embodiment, the through bore has a profile complementary to the profile of an aircraft landing gear axle.

[0011] According to one embodiment, each of said stator and rotor has more than two electromagnetic rings fixed together, the rings being arranged concentrically with respect to each other around the through bore and concentrically with it.

[0012] Another object of the invention is an aircraft wheel comprising an electric motor as previously described, a rim mounted securely to the electric motor and a tire mounted on said rim around the periphery of said electric motor.

[0013] The invention also relates to an aircraft wheel control assembly comprising an electrical power source, an aircraft wheel electric motor as previously described and a wound pole control device, configured to control a relative rotational movement of the rotor with respect to the stator.

[0014] Finally, the invention relates to an aircraft comprising at least one aircraft electric motor as previously described or an aircraft wheel control assembly as previously mentioned. Brief description of the drawings

[0015] [Fig. 1] schematically illustrates in perspective an aircraft wheel electric motor according to one embodiment, assembled on an aircraft axle;

[0016] [Fig.2] schematically illustrates in perspective a stator and a rotor component the aircraft wheel electric motor already shown in [Fig.1] intended to be assembled on an aircraft axle, prior to assembly;

[0017] [Fig.3] is a simplified cross-sectional view of the aircraft wheel electric motor already shown in [Fig.1], assembled on an aircraft axle;

[0018] [Fig.4] is a symbolic representation illustrating the architecture of the whole that together form the rotor and stator of the electric motor already shown in [Fig.1], according to a first embodiment;

[0019] [Fig.5] is a symbolic representation illustrating the architecture of the assembly formed in combination by the rotor and stator of the electric motor already represented on [Fig.1], according to a second embodiment;

[0020] [Fig.6] schematically illustrates an aircraft wheel control assembly comprising a variable magnetic pole control device;

[0021] [Fig.7] is an example of the internal architecture of a motor control device electric for aircraft wheel, according to an exemplary embodiment; and,

[0022] [Fig.8] symbolically illustrates an aircraft equipped with an aircraft wheel electric motor as already shown in [Fig.1].

[0023] DETAILED STATEMENT OF IMPROVEMENTS

[0024] Figure 1 schematically and in perspective represents an aircraft wheel electric motor 1 mounted on an axle 10b of an aircraft landing gear element 10 according to one embodiment. The aircraft landing gear element 10 is also referred to herein as a "boggie" and forms a swing arm at the ends of which are placed two parallel axles, each carrying one or more aircraft wheels. Thus, axle 10b is part of one of these two parallel axles. For the sake of simplicity, only the axle 10b extending along a longitudinal axis 10b' is described here. The aircraft wheel electric motor 1 is mainly composed of a stator 1b and a rotor 1a. According to the example described, the aircraft wheel electric motor 1 is a so-called "brushless" motor, designed to operate without brushes.For example, the stator has electrical windings (or coils) configured to operate as controlled variable magnetic poles, and the stator has permanent magnetic poles, so that a controlled supply of power, according to a predetermined sequence of the stator's variable magnetic poles, generates rotation of the rotor. In one embodiment, the relative and concentric position of the stator 1b and the rotor 1a is ensured by an epicyclic transmission between an external surface of the rotor 1a and an internal surface of a wheel rim that includes the wheel motor, which is integral with the rotor 1a. The rim includes a central bore configured to be fitted onto the axle 10b. Planetary gear shafts are carried by the stator 1b. Figure 2 shows a perspective view of the same elements before assembly. The aircraft bogie extends along an axis 10' corresponding to a straight-line axis of aircraft movement.Advantageously, the stator 1b has a central through-hole 1b' and the rotor has a through-hole la' allowing the rotor and stator assembly to be mounted on and around the aircraft landing gear axle 10b. Furthermore, the stator 1b has an overall bell-shaped external form configured to fit at least partially inside the rotor la, which also has an overall bell-shaped external form. Advantageously and ingeniously, the through-hole thus formed by the combination of the through-hole 1b' of the stator 1b and the through-hole la' of the rotor la allows the aircraft wheel electric motor 1 to be mounted on an aircraft bogie without requiring any structural modification to the bogie.As a result, an aircraft wheel designed using such an electric motor is "backward compatible" with existing aircraft bogies, allowing existing landing gear to be upgraded without requiring significant structural modifications.

[0025] Figure 3 is a simplified cross-sectional view of the aircraft wheel electric motor 1 mounted on the axle 10b. According to the assembly (i.e., mounting) example described, the stator 1b of the aircraft wheel electric motor 1 is fixed by screws 1s is mounted on a shoulder 11 of axle 10b, and the rotor la of the aircraft wheel electric motor 1 is fixed rigidly to an aircraft wheel rim 12, which is configured to carry an aircraft tire around its periphery. Thus, radial loads are advantageously applied only to the rim 12, and the motor does not have to directly support these radial loads. Gray rectangles represent variable magnetic poles P connected to a control device for the aircraft wheel electric motor 1. The stator and rotor assembly is thus sandwiched between the rim 12 and the shoulder 11 of axle 10b.To achieve this, the rim 12 has a general tube shape, configured to fit onto the axle 10b from which extends at least the body of the rim 12, taking the general form of a disc or a circular plate, radially with respect to the axis 10b', which axis is also an axis of rotation around which the rotor and the rim 12 are intended to rotate together. The translational movement of the rim 12 along the axis 10b' is limited in one direction by the shoulder 11 and in the other direction by positioning and translational locking means not shown in the figures insofar as these elements are not useful for understanding the invention.

[0026] Figure 4 is a symbolic representation illustrating the architecture of the assembly formed by the rotor 1a and the stator 1b in combination according to a first embodiment. According to this first embodiment, the stator 1b has at least two concentric magnetic rings SCI and SC2 carrying regularly distributed windings configured to constitute variable magnetic poles. Ring SCI constitutes an inner ring of the stator 1b and ring SC2 constitutes an outer ring of the stator 1b. On the side of the stator 1b, variable magnetic poles P are arranged and regularly distributed on the outer surface of the inner ring SCI as well as on the inner and outer surfaces of the outer ring SC2, as illustrated in Figure 1.On the rotor side, two concentric magnetic rings RC1 and RC2 carry permanent magnetic poles arranged and regularly distributed opposite the magnetic poles P, that is, on the inner and outer surfaces of the inner ring RC1 of the rotor and on the inner surface of the outer ring RC2 of the rotor. Cleverly, the rings of the stator 1b and the rotor are nested within each other, that is, the ring SCI of the stator 1b is almost entirely inserted into the inner volume of the ring RC1 of the rotor, itself almost entirely inserted into the inner volume of the ring SC2 of the stator 1b, the latter being almost entirely inserted into the inner volume of the ring RC2 of the rotor.

[0027] The variable magnetic poles P of the stator 1b are intended to cooperate with the permanent magnetic poles of the rotor la to produce a relative rotation of the rotor la with respect to the stator 1b, according to a sequence of voltages applied to the Electrical windings that constitute the variable magnetic poles P. A brushless electric motor control device (shown in [Fig. 7]) is used to successively generate voltages and create rotating magnetic fields capable of driving the rotor la into rotation. Cleverly, the use of a magnetic "double ring" for the rotor la on the one hand and for the stator 1b on the other, the two "double rings" being nested one inside the other so as to create an alternation of variable magnetic poles and permanent magnetic poles along radial axes, makes it possible to obtain a significant rotational torque, due to the conjugate rotating magnetic fields that can then be obtained in a relatively small total available cylindrical volume, suitable for arrangement in an aircraft wheel of conventional dimensions.Each combination of variable magnetic poles arranged on a surface of one of the aforementioned rings and permanent magnetic poles arranged on a surface of a neighboring ring is called here, in the described controlled electromagnetic architecture, an "electromagnetic level" or "electromagnetic stage". Thus, according to the example of stator arrangement 1b combined with rotor arrangement 1a, three concentric levels T1, T2 and T3 are used in combination to produce a rotational mechanical torque.

[0028] Such an arrangement cleverly allows for a radial extension of the previously described electromagnetic architecture by increasing the number of electromagnetic levels without requiring additional width (or volume). Thus, and as illustrated by way of example in [Fig. 5], an electromagnetic architecture with one or more additional stages can be obtained by adding concentric rings SC3 and RC3 nested in an arrangement similar to that already described for rings SCI and SC2 in collaboration with rings RC1 and RC2. The SC3 ring of stator 1b cooperates with the RC2 and RC3 rings of rotor 1a, so that five concentric levels T1, T2, T3, T4, and T5 are then available to cooperate in generating a mechanical torque useful for driving the rotor 1a in rotation relative to stator 1b.It is then possible to determine the average radii r1, r2, r3, r4 and r5 of the circular air gaps created between the controlled variable magnetic poles and the permanent magnetic poles. These radii must be considered to perform coherent voltage control of the different variable magnetic poles in order to avoid creating "counterproductive" magnetic fields and to optimize the conjugation of the different rotating magnetic fields respectively created in the different electromagnetic stages implemented according to this architecture.

[0029] Thus, if VI is the linear velocity of displacement of a point on the stage Tl, care must be taken to maintain an equality rlVl = r2V2 = r3V3 when V2 and V3 are respectively linear displacement velocities of points located on floors T2 and T3 and on the same radius as the point considered on floor T1.

[0030] To this end, an aircraft wheel control assembly comprising a variable magnetic pole control device 100 is used according to a principle schematically illustrated in [Fig. 6]. In the example shown, the control device 100 is connected to each of the variable magnetic poles P of the rings SCI and SC2 of the stator 1b. Ring SCI comprises n poles P1 to P1 respectively connected to control outputs OP11 to OP1n, and ring SC2 comprises m poles P21 to P2m respectively connected to control outputs OP21 to OP2m. The control outputs OP11 to OP1n and OP21 to OP2m are configured to deliver nominal and maximum currents sufficient to operate the aircraft wheel electric motor 1 under nominal conditions. Thus, the control assembly includes electronic control and power circuitry adapted to the requirements of the aircraft wheel electric motor 1.Each of the variable magnetic poles P (i.e., P1 to P1, P21 to P2m, etc.) is connected on one side to a control output of the control device 100 and on the other side to an electrical ground G. Furthermore, the control device 100 is connected to a power supply BAT via power inputs G1 and G2. Thus, the control device 100 is configured to generate a coherent sequence of voltages applied to the different poles of the different stages T1, T2, T3, or T4 and T5 as appropriate, so that the rotating magnetic fields of the different stages cooperate efficiently without creating any interfering or opposing torques (between themselves).

[0031] Fig. 7 schematically illustrates an example of the internal architecture of the control device 100.

[0032] According to the hardware architecture example shown in [Fig.7], the aircraft wheel electric motor control device 100 then comprises, connected by a communication bus 120: a processor or CPU (Central Processing Unit) 101; a RAM (Random Access Memory) 102; a ROM (Read Only Memory) 103; a storage unit such as a hard disk drive (or a storage media reader, such as an SD card reader (Secure Digital) 104); a communication interface module 105 enabling the aircraft wheel electric motor control device to communicate with remote devices, such as the variable magnetic poles P or other onboard systems of the aircraft in which it is mounted.

[0033] The processor 101 of the aircraft wheel electric motor control device is capable of executing instructions loaded into RAM 102 from ROM 103, external memory (not shown), or a storage medium (such as a SD card), or a communication network. When the aircraft wheel electric motor control device 100 is powered on, the processor 101 is able to read instructions from RAM 102 and execute them. These instructions form a computer program causing the aircraft wheel electric motor control device's processor 101 to implement all or part of a method for controlling the voltages applied to the variable magnetic poles P of the stator 1b.

[0034] All or part of such a method for controlling an aircraft wheel electric motor can then be implemented in software form by executing a set of instructions by a programmable machine, for example a DSP (Digital Signal Processor) or a microcontroller, or be implemented in hardware form by a dedicated machine or component, for example a FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit). In general, the aircraft wheel electric motor control device 100 comprises electronic circuitry configured to implement a method for controlling voltages to be applied to the variable magnetic poles P to create synchronized rotating magnetic fields and thus optimize the rotational torque obtained in an aircraft wheel electric motor arranged according to the architecture described herein.Obviously, the aircraft wheel electric motor control device 100 also includes all the elements usually present in a system comprising a control unit and its peripherals, such as a power supply circuit, a power supply monitoring circuit, one or more clock circuits, a reset circuit, input / output ports, interrupt inputs, bus drivers, this list being non-exhaustive.

[0035] Figure 8 is a schematic illustration of an aircraft 1000 comprising at least one electric motor such as the aircraft wheel electric motor 1 arranged in one or more of its wheels. Advantageously, this makes it possible to perform ground taxiing phases without requiring power from the aircraft 1000's internal combustion engines, thereby reducing carbon dioxide emissions. Furthermore, the use of an electric motor such as the electric motor 1 on board the aircraft 1000 advantageously avoids any structural modification of the aircraft 1000's landing gear, which remains compatible with a conventional aircraft wheel. This greatly simplifies the operations involved in adapting electric aircraft wheels and maintenance operations related to the wheels of the aircraft 1000.

Claims

Demands

1. Aircraft wheel electric motor (1) comprising a concentric stator (1b) and rotor (la), said motor (1) being characterized in that: - said motor (1) has a through bore arranged along a central axis (10b') coinciding with the central axis of said rotor and the central axis of said stator, and, - at least a portion of said rotor (la) is arranged in said stator (1b), and vice versa, and, - each of said stator (1b) and said rotor (la) has at least two electromagnetic rings (SCI, SC2, RC1, RC2) joined together, each of which carries magnetic poles arranged to cooperate with magnetic poles arranged on a ring of the other among said rotor and said stator.

2. Aircraft wheel electric motor (1) according to claim 1 in which said through bore has a profile complementary to a profile of an aircraft landing gear axle.

3. Aircraft wheel electric motor (1) according to any one of claims 1 and 2, wherein each of said stator (1b) and rotor (1a) has more than two electromagnetic rings joined together, the magnetic rings being arranged concentrically with respect to each other around said through bore and concentrically with it.

4. Aircraft wheel comprising an electric motor (1) according to any one of claims 1 to 3, a rim mounted integrally to said electric motor (1) and a tire mounted on said rim around the periphery of said electric motor (1).

5. Aircraft wheel control assembly comprising an electrical power source (BAT), an aircraft wheel electric motor (1) according to any one of claims 1 to 3 and a control device (100) of variable magnetic poles, configured to control a relative rotational movement of said rotor (la) with respect to said stator (1b).

6. Aircraft (1000) comprising at least one aircraft electric motor according to any one of claims 1 to 3 or an aircraft wheel control assembly according to claim 5.

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