Landing gear equipped with a static electricity dissipation system and aircraft

Abstract

The present invention relates to a landing gear (20) comprising at least one contact member (21), a damper (22) and a static electricity dissipation system (10), said damper (22) being connected to said contact member (21). The said static electricity dissipation system (10) comprises an armature (11) fixed to a rotating shaft (28) of said contact member (21) and provided with a main guide rail (113) and a lower stop (111), a slide (12) along said main guide rail (113), an elongated metallic whip (15) fixed to said slide (12) extending towards said lower stop (111), a drive piece (19) connected to said damper (22), movable relative to said rotating shaft (28), and moving relative to said armature (11) towards said lower stop (111), when said damper (22) is compressed, and generating a sliding of said slide (12) along said main guide rail (113).Abbreviated figure: figure 1.

Description

Title of the invention: Landing gear equipped with a static electricity dissipation system and aircraft

[0001] The present invention is in the field of static electricity dissipation devices, and in particular those intended to equip aircraft.

[0002] The present invention relates to a lander equipped with a static electricity dissipation system and to an aircraft comprising at least one such lander.

[0003] An aircraft conventionally includes components to dissipate on the ground the static electricity accumulated in flight.

[0004] A first solution consists of dissipating static electricity through the tires of the landers. These tires can be made for this purpose using a rubber material with a high carbon content.

[0005] A second solution consists of integrating on a lander a metallization circuit leading to a static electricity-dissipating whip in contact with the ground. Such a whip is also called a "broom".

[0006] Although this second solution is effective, prolonged friction of the free end of the static electricity-dissipating whip on the ground tends to degrade it. The static electricity-dissipating whip may therefore need to be replaced regularly.

[0007] Furthermore, a static-dissipating whip can flap in flight when the landing gear is deployed. This static-dissipating whip is then likely to damage surrounding parts. For example, a static-dissipating whip can damage the protective or paint coatings of surrounding parts, such as a wheel rim or a brake caliper, due to such flapping. The flapping of a static-dissipating whip can then trigger a maintenance action.

[0008] Finally, a static electricity-dissipating whip is subject to a risk of being torn off if it encounters an obstacle, particularly during landing. Such an obstacle could, for example, take the form of a grid.

[0009] In this context, a known landing gear includes a shock absorber and a static electricity-dissipating whip attached to a piston of the shock absorber. This solution is interesting, but does not prevent the static electricity-dissipating whip from flapping in flight or from being torn off during landing.

[0010] CN 108860632 describes an extendable static electricity discharge system for an aircraft. The system includes a storage cylinder, a static electricity discharge rod, and a dedicated actuator. The actuator moves the static electricity discharge rod between an extended position and a retracted position. retraction as needed. The actuator can take various forms, such as a pneumatic system, a temperature-sensitive system, a motorized system, or a hydraulic system.

[0011] Document KR 2020000004409 describes a static electricity discharge system for an automobile cooperating with a braking system.

[0012] The present invention then aims to provide a lander equipped with an innovative static electricity dissipation system designed to limit at least one of the aforementioned disadvantages.

[0013] According to the invention, a lander comprises at least one contact member, a damper and a static electricity dissipation system, the damper compressing along a damping axis, the damper being connected to the contact member.

[0014] Such a landing gear is intended to equip an aircraft, and in particular an aircraft with a rotary wing. Such an aircraft may have several landing gears, possibly retractable into the aircraft's fuselage. The shock absorber is connected to the contact member via a rotating shaft around which the contact member can rotate or pivot.

[0015] This static electricity dissipation system is remarkable in that it comprises: - an armature fixed to the rotating shaft around which the contact member rotates, the armature being equipped with a main guide rail and a lower stop, - a slider having a degree of translational mobility along the main guide rail along a guide axis, - a metal whip attached to the slide, the whip having an elongated shape and extending from the slide towards the lower stop, the lower stop having an opening configured to guide the whip in translation, and - a drive part connected to the shock absorber, and movable relative to the rotation shaft, the drive part moving relative to the armature towards the lower stop, parallel to the damping axis when the shock absorber compresses to generate a sliding of the slider along the main guide rail.

[0016] The landing gear contact element is the part of the landing gear that comes into contact with the ground during the landing of an aircraft equipped with that landing gear. The contact element may, for example, comprise a wheel, a skid, or a ski.

[0017] The armature is fixed to the rotating shaft, and therefore fixed relative to this rotating shaft. The armature thus moves with this rotating shaft. Consequently, when In the case of a landing of an aircraft equipped with a landing gear, the frame is substantially fixed relative to the ground, and for example substantially vertical.

[0018] The main guide rail has an elongated shape extending primarily parallel to the guide axis. The whip is attached to the slide and has an elongated shape extending from the slide also primarily parallel to this guide axis. The slide has at least one degree of translational freedom relative to the main guide rail along the guide axis and can thus slide along the main guide rail parallel to this guide axis. The slide can be connected to the main guide rail by a sliding joint, in which case the slide has only one degree of translational freedom relative to this main guide rail. Alternatively, the slide can be connected to the main guide rail by a sliding pivot joint, in which case it has one degree of translational freedom and one degree of rotational freedom relative to this main guide rail.

[0019] The lower stop is located between the slide and the ground when the lander touches the ground. The lower stop has an opening, for example circular in shape, adapted for the passage of the whip.

[0020] During the landing of an aircraft equipped with a landing gear according to the invention, the shock absorber compresses along the damping axis. This compression causes the drive element to move towards the ground. This drive element pushes the slider towards the lower stop, which generates the movement of the whip, through the orifice in the lower stop, to the ground. Thus, during landing, the whip is deployed to make contact with the ground in order to dissipate the static electricity accumulated by the aircraft during flight.

[0021] The whip is thus operational only during landing, and in particular during compression of the landing gear shock absorber, at which point the slide moves. Advantageously, the whip is in a position that is at least partially retracted in flight, thereby avoiding the problems caused by a conventional whip that can flap in flight. Furthermore, the whip is attached to the slide, preferably in a removable manner to allow for its replacement if necessary.

[0022] This static electricity dissipation system proves to be simple by advantageously using available energy and an existing component to deploy the whip during the landing phase.

[0023] Finally, the lander may include a metallization circuit ensuring electrical continuity between the whip and a subassembly capable of becoming statically charged. This metallization circuit may include metallic parts and / or different paths designed to ensure electrical connection, including, for example plain bearings with helical electrical contacts and metallization braids in particular.

[0024] The control system according to the invention may include one or more of the following features, taken alone or in combination.

[0025] According to one possibility, the shock absorber may be provided with a body and a piston sliding within the body along the damping axis. The piston may then be connected to the rotating shaft, and the drive element may be fixed to the body. In this case, the drive element moves with the shock absorber body, and the armature moves with the piston.

[0026] Conversely, the shock absorber body can be connected to the rotating shaft and the drive piece can be fixed to the piston. In this case, the drive piece moves with the shock absorber piston and the armature moves with the body.

[0027] According to another possibility compatible with the previous ones, the guide axis can be parallel to the damping axis. In this case, the slider slides along the main guide rail parallel to the damping axis of the shock absorber.

[0028] According to another possibility compatible with the previous ones, the armature may include a secondary guide rail, the drive part having a degree of translational mobility along the secondary guide rail and thus sliding along this secondary guide rail.

[0029] The drive element can be connected to the secondary guide rail by a sliding joint, the drive element then having a single degree of translational mobility relative to this secondary guide rail. Alternatively, the drive element can be connected to the secondary guide rail by a sliding pivot joint, and can then have one degree of translational mobility and one degree of rotational mobility relative to this secondary guide rail.

[0030] The secondary guide rail may, for example, be elongated and extend along a complementary axis parallel to the guide axis. In this case, the main and secondary guide rails are parallel.

[0031] According to another possibility compatible with the preceding ones, the whip may have an elongated shape and extend from the slide towards the lower stop, or even beyond the lower stop. For example, the whip may extend from the slide towards the lower stop parallel to the guide axis. The whip may be at least partially, or even entirely, metallic, to allow the transmission of an electric current and, consequently, the dissipation of static electricity upon contact with the ground. The whip may, for example, include a metallic cable or braid.

[0032] According to another possibility compatible with the previous ones, the static electricity dissipation system may include a return spring arranged between the slider and lower stop, the return spring compresses between the slider and the lower stop when the shock absorber compresses.

[0033] The return spring thus contributes to the upward movement of the slider along the main guide rail, and consequently of the whip, once the shock absorber has rebounded. The return spring may, for example, comprise a helical compression spring.

[0034] According to another possibility compatible with the preceding ones, the drive piece can be integral with the slide. The drive piece can, for example, be attached to the slide by a fastener, such as one or more screws, or by a hook, or even be welded to the slide. In this case, the drive piece also causes the slide to rise, namely, a sliding motion of the slide away from the lower stop, and consequently, away from the whip when the shock absorber rebounds.

[0035] Alternatively, the drive piece may be in contact with, or even bearing against, the slider, thus causing the slider to slide towards the lower stop, and consequently, the whip to extend, when the shock absorber is compressed. In this case, the presence of a return spring causes the slider, and consequently the whip, to rise when the shock absorber extends until it comes against the drive piece or against an upper stop, the slider being positioned between the upper and lower stops.

[0036] According to another possibility, when the static electricity dissipation system includes the return spring as previously described, the armature may include an upper stop up to which the slider slides along the main guide rail along the guide axis under an action of the compressed return spring, the slider being positioned between the upper and lower stops.The frame may also include a ramp inclined relative to the guide axis, and the slide may include a support as well as a drawer and a return spring, the drawer having a degree of translational mobility relative to the support along a sliding axis not parallel to the guide axis for sliding relative to the support, the drawer having a protrusion configured to cooperate with the ramp to cause a displacement of the drawer relative to the support along the sliding axis between an extended position and a retracted position, the return spring opposing the displacement of the drawer from the extended position to the retracted position, the drive piece and the drawer being partially vertically aligned with each other, parallel to the guide axis AX2 when the drawer is in the extended position, the drive piece and the drawer not being vertically aligned with each other, parallel to the guide axis, when the drawer is in the retracted position.

[0037] Thus, as long as the protrusion is not in contact with the ramp, the drawer is in the extended position relative to the slide support and the drive piece. The drive piece is partially aligned with the drawer, part of the piece The drive element overlaps the spool parallel to the guide axis. The drive element can then come into contact with, or even rest upon, this spool, particularly during shock absorber compression. Consequently, during shock absorber compression, for example during landing, the movement of the drive element causes the slider to move towards the lower stop via the spool, and thus, the whip to deploy.

[0038] Then, as soon as the protrusion comes into contact with the ramp, the movement of the drive piece and the slide towards the lower stop causes, through interference of shape between the ramp and the protrusion, a movement of the drawer relative to the support along the sliding axis from the extended position to the retracted position. As long as the drawer is not in the retracted position relative to the support, the drive piece is always partially aligned with the drawer, and consequently in contact, or even resting, on the drawer, and the movement of the drive piece causes the slide towards the lower stop, via the drawer, and thus, the deployment of the whip.

[0039] As soon as the drawer reaches the retracted position relative to the support, the drive piece is no longer directly above the drawer, as no part of the drive piece overlaps the drawer parallel to the guide axis. The drive piece is then no longer in contact with, or even resting upon, the drawer. Consequently, movement of the drive piece no longer causes the slide to move towards the lower stop, nor does it cause the whip to move. Furthermore, the drive piece is configured so that it is never parallel to the guide axis with the protrusion, regardless of the drawer's position relative to the support.

[0040] On the contrary, under the action of the return spring, which is compressed between the slide and the lower stop during the slide's movement towards the lower stop, the slide moves in the opposite direction, namely away from the lower stop, until it reaches the upper stop. This movement of the slide towards the upper stop is accompanied by a retraction of the whip through the opening in the lower stop.

[0041] The static electricity dissipation system of the lander according to the invention thus allows for automatic retraction of the whip once the static electricity has dissipated. Indeed, such dissipation requires the whip to be in contact with the ground for a duration of less than one second. Therefore, once this contact has been established for a sufficient duration, the static electricity dissipation system of the lander according to the invention advantageously allows for such retraction, quickly and without the use of a hydraulic, electric, or pneumatic actuator. Such retraction helps to limit wear on the whip by reducing its contact with the ground to the bare minimum, in particular by avoiding this contact during the aircraft taxiing. Such retraction also reduces the risk of the whip being torn off on the ground during such taxiing.

[0042] The sliding axis of the drawer relative to the support can, for example, be perpendicular to the guide axis, in order in particular to maximize the movement of this drawer relative to the support.

[0043] Furthermore, the position and inclination of the ramp relative to the guide axis determine the length of the whip extending beyond the lower stop when the spool reaches the retracted position. The ramp can be positioned relative to the contact member so that the spool is in the retracted position when the whip extends beyond the lower stop by a predetermined distance.

[0044] The predetermined deployed distance may, for example, be greater than a distance between the lower stop and the ground, when the lander is in contact with the ground.

[0045] In particular, if the contact member includes a wheel and if the lower stop is positioned at the same height as an axis of rotation of this wheel, the predetermined deployed distance is for example greater than the radius of the wheel.

[0046] According to another possibility compatible with the preceding ones, when the shock absorber piston is in its maximum extended position relative to the body, the whip can extend beyond the lower stop by a non-zero distance. The maximum extended position of the piston relative to the body is reached when the contact member hangs freely below the shock absorber, for example, when the aircraft equipped with the landing gear is in flight and the landing gear is not retracted, if it is a retractable landing gear. The whip then extends below the lower stop. However, the length of the whip extending below the lower stop is small, on the order of a few centimeters, which prevents the whip from flapping or from contacting and damaging parts of the landing gear, such as the frame, the shock absorber, and / or the contact member.

[0047] Alternatively, when the piston is in its maximum extended position relative to the body, the whip may not protrude beyond the lower stop. In this way, the whip does not extend beyond the lower stop when the aircraft equipped with the landing gear is in flight, thus preventing any whip flapping during flight and consequently any damage to the landing gear components caused by the whip.

[0048] According to another possibility compatible with the preceding ones, the system may include a compressible sleeve arranged between the slide and the lower stop, in which the whip is positioned. If necessary, the return spring may be positioned around the sleeve. This sleeve may, during the sliding of the whip, guide the whip and, if necessary, guide the return spring. This sleeve is configured to compress during the sliding of the slide without hindering the sliding of the slide, the movement of the whip, or the compression of the return spring, if applicable.

[0049] According to another possibility compatible with the preceding ones, the system may comprise the return spring and a compressible tube arranged between the slide and the lower stop, the return spring being positioned within the tube. This compressible tube may, on the one hand, guide the return spring during the sliding of the whip, and on the other hand, protect it from the impact of objects that might, for example, strike it during flight or taxiing of the aircraft equipped with the landing gear. This tube is configured to compress during the sliding of the slide, without hindering the sliding of the slide or the compression of the return spring.

[0050] According to another possibility compatible with the preceding ones, the landing gear may include a fairing partially or totally enclosing the static electricity dissipation system. This fairing protects the static electricity dissipation system, and in particular the armature, the slide, the whip, the return spring, and the drive component, from the impact of objects that might, for example, strike it during flight or taxiing of the aircraft. This fairing may also reduce the aerodynamic drag generated by the static electricity dissipation system during flight.

[0051] The present invention also relates to an aircraft comprising at least one landing gear as previously described. The shock absorber can be connected to a structure of the aircraft, the whip being electrically connected to this structure. The shock absorber can be connected to the structure by its body, the piston being connected to the contact member, or vice versa. The landing gear(s) can be fixed or, optionally, retractable.

[0052] The aircraft may include a metallization circuit partially integrated into the landing gear and electrically connecting the tail fin to the aircraft structure. This metallization circuit thus contributes, when the tail fin is in contact with the ground during the aircraft's landing, to electrical continuity between the structure and the ground, thereby dissipating the static electricity accumulated and stored during the aircraft's flight.

[0053] The aircraft may include several landing gear, for example, two main landing gears and one auxiliary landing gear. In this case, the two main landing gears may, for example, be according to the invention and include a static electricity dissipation system as previously described. Alternatively, only one of the two main landing gears may be according to the invention and, as such, include such a static electricity dissipation system.

[0054] Alternatively, all the aircraft's landing gear may include such a static electricity dissipation system.

[0055] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the accompanying figures, which represent: - [Fig. 1], a view of a lander according to the invention, - [Fig. 2], a schematic view of a first embodiment of the lander, - [Fig. 3], a schematic view of a second embodiment of the lander, - [Fig. 4], a perspective view of a third embodiment of the lander, - [Fig. 5], a schematic view of the third embodiment, - [Fig. 6], a schematic view of the third embodiment, - [Fig. 7], a schematic view of the third embodiment, - [Fig. 8], a schematic view of the third embodiment, - [Fig. 9], a schematic view of the third embodiment, - [Fig. 10], a schematic view of the third embodiment, and - [Fig. 11], a view of an aircraft equipped with landing gear.

[0056] Elements present in several separate figures are assigned one and the same reference.

[0057] Figure 1 shows a landing gear 20 of an aircraft according to the invention. This landing gear 20 comprises at least one contact member 21 which is in contact with the ground 50 when the aircraft is on the ground, a shock absorber 22, and a static electricity dissipation system 10. The contact member 21 rotates about a rotating shaft 28. In the example shown, the contact member 21 may comprise a wheel rotating about a spindle. Alternatively or additionally, the contact member 21 may comprise a skid or a ski.

[0058] The shock absorber 22 is provided with a body 23 and a piston 24 sliding in the body 23 along a damping axis AX1. The shock absorber 22 is connected to the contact member 21. For example, the shock absorber 22 directly or indirectly supports the rotation shaft 28, the contact member being supported by this rotation shaft 28. In addition, the landing gear 20 may include a compass 25 connecting the body 23 and the piston 24, this compass 25 being provided with a first arm 251 articulated to the body 23 and a second arm 252 articulated to the piston 24. This landing gear 20 is intended to equip an aircraft, in particular a rotary-wing aircraft.

[0059] The static electricity dissipation system 10 comprises an armature 11 fixed to the rotating shaft 28, a slide 12, a whip 15, and a drive piece 19. The armature 11 is therefore fixed relative to the rotating shaft 28, and consequently relative to the ground 50 when the lander 20 is on the ground. The armature 11 can be fixed directly or indirectly to this rotation shaft 28, or to the damper 22, and in particular to the piston 24, according to the example shown in [Fig.1].

[0060] The frame 11 comprises a main guide rail 113 and a lower stop 111. The lower stop 111 has a ring attached to the main guide rail 113. The lower stop 111 and the main guide rail 113 can form a single piece. The main guide rail 113 can, for example, be lengthened and extended along a guide axis AX2. The lower stop 111 can, for example, be positioned at the end of the main guide rail 113 closest to the ground 50.

[0061] The slide 12 moves along the main guide rail 113 along the guide axis AX2. This slide 12 is arranged so that the lower stop 111 is located between the slide 12 and the ground 50 when the lander 20 rests on the ground. The slide 12 can be connected to the main guide rail 113 by a sliding or even sliding pivot joint.

[0062] The whip 15 is at least partially, or even entirely, metallic and can therefore transmit an electric current. The whip 15 is attached to the slide 12, for example in a removable manner, to allow for its possible replacement. The whip 15 has an elongated shape and extends from the slide 12 towards the lower stop 111, for example parallel to the guide axis AX2.

[0063] The lower stop 111 has an orifice 118, for example in the shape of a cylinder, configured to be traversed by the whip 15 and so that the lower stop 111 guides the whip 15 in translation.

[0064] The drive piece 19 is connected to the damper 22 and is movable relative to the rotation shaft 28. The drive piece 19 thus moves relative to the frame 11 towards the ground 50 when the damper 22 compresses. This movement of the drive piece 19 can be parallel to the damping axis AX1. During this movement, the drive piece 19 causes the slide 12 to slide along the main guide rail 113 towards the lower stop 111.

[0065] In addition, the lander 20 may, in a conventional manner, include a metallization circuit (not shown) ensuring electrical continuity between the whip 15 and the components of the lander 20. This metallization circuit may include the metal parts in contact between these components up to the whip 15. This metallization circuit may, alternatively or in a complementary manner, include electrical connections, provided for example by plain bearings with helical electrical contacts and / or metallization braids.

[0066] The lander 20 ensures the movement of the drive part 19 towards the lower stop 111 during the compression of the shock absorber 22. This movement of the drive part 19 causes the slider 12 to slide towards the lower stop 111 and the ground 50, and consequently, the movement of the whip 15 beyond from the lower stop 111, through the orifice 118, to the ground 50. In this way, when the shock absorber 22 is compressed, the whip 15 is deployed to make contact with the ground 50, which allows an electrical connection to be made between the static electricity dissipation system 10 and the ground 50, and consequently a dispersion of the static electricity accumulated by the lander 20 and by any element connected to the lander 20.

[0067] The whip 15 can advantageously be deployed only during the compression of the shock absorber 22, the whip 15 remaining in at least a partially retracted position when the landing gear 20 is not in contact with the ground 50, particularly in flight. In this way, the drawbacks of a conventional whip, such as its flapping and the degradation of components located near the whip 15, are avoided.

[0068] According to another aspect and the example shown, the piston 24 of the shock absorber 22 can be connected to the contact member 21 via the rotation shaft 28 and the drive part 19 is fixed to the body 23. Alternatively, the body 23 can be connected to the contact member 21 via the rotation shaft 28, the drive part 19 then being fixed to the piston 24.

[0069] A first embodiment of the lander 20 according to the invention is shown partially and schematically in [Fig.2]. According to this first embodiment, the drive piece 19 is integral with the slide 12. The drive piece 19 can be fixed to the slide 12 in the usual way, for example in a removable manner, using one or more screws 155, or even in a non-removable manner, by welding.

[0070] In this case, the drive piece 19 not only causes the slider 12 to slide, and consequently the whip 15 to move towards the lower stop 111 and the ground 50 when the shock absorber 22 is compressed, but also their rebound, i.e., away from the lower stop 111 and the ground 50 when the shock absorber 22 is extended. Therefore, as soon as the whip 15 is in contact with the ground 50, electrical continuity can occur between the ground 50, the whip 15, and the elements in electrical contact with the whip 15, so as to dissipate any static electricity that may have accumulated on these elements during flight.

[0071] A second embodiment of the lander 20 according to the invention is shown partially and schematically in [Fig.3]. According to this second embodiment, the static electricity dissipation system 10 comprises a return spring 13 arranged between the slide 12 and the lower stop 111, the return spring 13 being compressed between the slide 12 and the lower stop 111 when the damper 22 is compressed.

[0072] According to this second embodiment, the drive piece 19 is partially aligned with the slide 12, namely superimposed parallel to the axis of guidance with the slide 12. The drive part 19 is consequently in point, linear or surface contact on the slide 12 when the damper 22 is compressed, causing the slide 12 to slide, and consequently the whip 15 to move towards the lower stop 111 and the ground 50.

[0073] Conversely, the release of the shock absorber 22 causes the drive piece 19 to move away from the lower stop 111 and the ground 50. Simultaneously, the return spring 13 causes the slide 12 to slide along the main guide rail 113 along the guide axis AX2, and consequently the whip 15 to move, with the slide 12 and the whip 15 moving away from the lower stop 111 and the ground 50. The sliding of the slide 12 can be stopped by the drive piece 19, which acts as an upper stop.

[0074] Alternatively, the frame 11 may include an upper stop 112, shown for example in [Fig. 1], up to which the slide 12 slides along the main guide rail 113 along the guide axis AX2 under the action of the compressed return spring 13. The upper stop 112 is positioned on the frame 11 so as to be located between an extreme position of the drive part 19 corresponding to a maximum extended position of the damper 22, or even beyond this extreme position. This maximum extended position of the damper 22 is reached in flight when no force, other than the gravitational force, is exerted vertically on the contact member 21.

[0075] A third embodiment of the lander 20 according to the invention is shown in perspective in [Fig.4], and partially and schematically in Figures 5 to 10. According to this third embodiment, the static electricity dissipation system 10 includes a return spring 13 arranged between the slide 12 and the lower stop 111, the return spring 13 being compressed between the slide 12 and the lower stop 111 when the damper 22 is compressed.

[0076] The frame 11 includes an upper stop 112 fixed to the main guide rail 113. The slide 12 is abutted against the upper stop 112 along the guide axis AX2 under the action of the return spring 13, as shown in [Fig. 5], when the shock absorber 22 is fully extended and therefore in its maximum extended position. The slide 12 is then positioned between the upper stop 112 and the lower stop 111.

[0077] The frame 11 also includes a ramp 116 fixed to the main guide rail 113, as shown in the example, and inclined with respect to the guide axis AX2. This ramp 116 is located along the guide axis AX2 between the upper stop 112 and the lower stop 111.

[0078] The slide 12 comprises a support 14, a drawer 16, and a return spring 18. The drawer 16 has a degree of translational mobility relative to the support 14 along a sliding axis AX4 not parallel to the guide axis AX2, in order to slide relative to support 14. The sliding axis AX4 can be perpendicular to the guide axis AX2 as shown in figures 5 to 10. However, other configurations are possible between the sliding axes AX4 and secondary AX2, as long as they are not parallel.

[0079] The drawer 16 also includes a projection 17 configured to cooperate with the ramp 116 to cause the drawer 16 to move relative to the support 14 along the sliding axis AX4 between an extended position POS1 and a retracted position POS2. The return spring 18 opposes the movement of the drawer 16 from the extended position POS1 to the retracted position POS2, and thus causes the drawer 16 to move from the retracted position POS2 to the extended position POS1, when no force is applied to the drawer 16 or the projection 17. The drawer 16 further includes a limit stop cooperating with the support 14 and locking the drawer in the extended position POS1 relative to the support 14 under the action of the return spring 18.

[0080] Figures 5 to 10 represent the static electricity loss system 10 at different times during the compression and then the expansion of the shock absorber 22.

[0081] As previously mentioned, [Fig. 5] represents the system 10 when the damper 22 is fully extended, i.e., in its maximum extended position. The slide 12, and in particular the support 14 of this slide 12, is bearing against the upper stop 112, and the drive piece 19 is located above the upper stop 112 parallel to the guide axis AX2. The spool 16 is then in the extended position POS1 relative to the support 14. The drive piece 19 is partially aligned with the spool 16, along the guide axis AX2, without being in contact with it.

[0082] During the compression of the shock absorber 22, the drive part 19 moves towards the lower stop 111 and the ground 50, and comes into contact, for example point, line or surface, with the slide 16 of the slide 12, as shown in [Fig.6], thanks to its position in the vertical position of the drive part 19 with respect to the slide 16, the slide 16 always being in the extended position POS1 with respect to the support 14.

[0083] The compression of the shock absorber 22 continues, and the drive piece 19 continues its movement towards the lower stop 111 and the ground 50, and, by means of the support on the spool 16, moves the slide 12, and consequently the whip 15, towards the ground 50, as shown in [Fig. 7]. The whip 15 then protrudes from the lower stop 111, passing completely through the opening 118.

[0084] During the sliding of the slide 12 towards the lower stop 111, the protrusion 17 comes into contact with the ramp 116, causing the drawer 16 to move relative to the support 14, up to the retracted position POS2 as shown in [Fig. 8]. At this retracted position POS2, the drive piece 19 and the drawer 16 are no longer perpendicular to each other along the guide axis AX2. Consequently, the drive piece 19 is no longer in contact with the drawer 16, and therefore continues its movement towards the ground 50 without driving the slide 12, or the whip 15. In addition, the drive part 19 is configured so as never to come into contact with the protrusion 17, regardless of the position of the drawer 16.

[0085] It can be seen that the position of the ramp 116 allows the slide 16 to reach the retracted position POS2 after the whip 15 has made contact with the ground 50. The ramp 116 is thus advantageously positioned relative to the contact member 21 so that the slide 16 is in the retracted position POS2 when the whip 15 extends beyond the lower stop 111 by a predetermined deployed distance DI allowing this contact with the ground 50. The predetermined deployed distance DI is, for example, greater than the distance between the lower stop 111 and the ground 50 when the lander 20 is in contact with the ground 50. According to the example shown in [Fig. 1], the lower stop 111 is positioned near the rotation shaft 28, and at the same height relative to the ground 50 as this rotation shaft 28. The predetermined deployed distance DI can in this case be equal to or greater than to the radius of the wheel of the contact member 21.

[0086] Electrical continuity is then ensured between the ground, the whip 15 and the elements in electrical contact with the whip 15, so as to dissipate any amount of static electricity accumulated by these elements.

[0087] Next, the compression of the damper 22 continues, and the drive piece 19 continues its movement towards the ground 50, while the slide 12 now slides to the upper stop 112, under the action of the return spring 13, as shown in [Fig. 9]. This sliding of the slide 12 then causes the whip 15 to move towards the upper stop 112. The whip 15 thus retracts and is no longer in contact with the ground 50. The spool 16 has then returned to the extended position POS1 relative to the support 14 under the action of the return spring 18, as soon as the protrusion is no longer in contact with the ramp 116.

[0088] Finally, following this compression, the damper 22 relaxes, causing the drive part 19 to move away from the ground 50. During this movement, the slide 16, having returned to the extended position POS1, is partially aligned with the drive part 19, along the guide axis AX2. The drive part 19 then comes into contact with the slide 12, and in particular with the slide 16, which is supported against the upper stop 112, as shown in [Fig. 10]. Advantageously, at least one of the two components between the drive part 19 and the drawer 16 has an inclined face 161,191 causing, when contact between the drive part 19 and the slide 12, when the shock absorber 22 is released, a displacement of the drawer 16 relative to the support 14 from the extended position POS1 to the retracted position POS2.In the retracted position POS2, the drive piece 19 and the drawer are no longer directly above each other, and the drive piece 19 can then continue its movement beyond the slide 12.

[0089] The drive part 19 can thus continue its movement without hindrance, until the end of the relaxation of the shock absorber 22, and reach for example the position shown in [Fig.5].

[0090] Regardless of the three embodiments described, the guide axis AX2 can be parallel to the damping axis AX1 as shown in Figures 2 to 10. An inclination of the guide axis AX2 with respect to the damping axis AX1 is also conceivable.

[0091] Independently of these three embodiments, the frame 11 may optionally include a secondary guide rail 114, the drive piece 19 having a degree of translational mobility along the secondary guide rail 114 so as to slide along this secondary guide rail 114, as shown in Figures 4 to 10. This secondary guide rail 114 may, for example, be lengthened and extended along a complementary axis AX3 parallel to the guide axis AX2, the drive piece 19 sliding along the secondary guide rail 114 along this complementary axis AX3.

[0092] Furthermore, the static electricity dissipation system 10 may include a compressible sheath 151 arranged between the slide 12 and the lower stop 111, in which the whip 15 is positioned, as shown in Figures 2 and 10. This sheath 151 deforms and compresses as the slide 12 slides towards the lower stop 111. This sheath 151 guides the whip 15 during this sliding motion and also protects the whip 15 from potential contact with any object. In addition, when the system 10 includes a return spring 13, the return spring 13 may be positioned around the sheath 151, as shown in [Fig. 10], so that the sheath 151 guides the return spring 13.

[0093] The static electricity dissipation system 10 may also include a compressible tube 131 arranged between the slide 12 and the lower stop 111 and in which the return spring 13 is positioned, as shown in [Fig. 3]. This tube 131 deforms and compresses during the sliding of the slide 12 towards the lower stop 111. This tube 131 thus guides the return spring 13 during this sliding movement and protects the return spring 13, as well as the whip 15, from possible contact with any object.

[0094] Furthermore, when the piston 24 is in the maximum extended position relative to the body 23, the whip 15 can protrude from the lower stop 111 by a non-zero extension distance D2, as shown in Figures 2 and 3. Alternatively, the whip 15 can be flush with a lower face 119 of the lower stop 111, facing the ground 50, or even recessed from this lower face 119, when the piston 24 is in the maximum extended position relative to the body 23, as shown in Figures 4, 5, 8 and 9.

[0095] According to [Fig. 11], an aircraft 30, and in particular a rotary-wing aircraft, may include one or more landing gears 36, 37, 38. For example, an aircraft 30 may include three landing gears 36, 37, 38, as shown in [Fig. 11], in particular an auxiliary landing gear 36 and two main landing gears 37, 38. Such an aircraft 30 includes, in particular, a structure 31 of an airframe 32 of the aircraft 30, as well as one or more landing gears 36, 37, 38. This landing gear or these landing gears 36, 37, 38 may be fixed or retractable. The aircraft 30 may also include at least one lift rotor 35.

[0096] All landing gear 36, 37, 38 of such aircraft 30 may include a aforementioned landing gear 20, the shock absorber 22 of each of these landing gears 20 being connected to the structure 31. Alternatively, only one landing gear 36 of the aircraft 30 may include a landing gear 20, or two of the landing gear 36, 37, 38 may include a landing gear 20.

[0097] For each landing gear 20, the shock absorber 22 can be connected to the structure 31 by its body 23, the piston 24 being connected to the contact member 21, or vice versa.

[0098] For each landing gear 20 equipped with a static electricity dissipation system, the whip 15 is electrically connected to the structure 31 and the airframe 32 of the aircraft 30, for example via a conventional metallization circuit. This electrical connection between the whip 15 on the one hand, and the structure 31 and airframe 32 on the other, contributes to the dissipation of static electricity accumulated and stored by the airframe 32 and the structure 31 during a flight of the aircraft 30, when the whip 15 is in contact with the ground 50 during the landing of the aircraft 30.

[0099] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention as defined by the claims.

Claims

Demands

1. Landings (20) comprising at least one contact member (21), a damper (22) and a static electricity dissipation system (10), said damper (22) compressing along a damping axis (AX1), said damper (22) being connected to said contact member (21), characterized in that said static electricity dissipation system (10) comprises: - an armature (11) integral with a rotating shaft (28) around which said contact member (21) rotates, said armature (11) being provided with a main guide rail (113) and a lower stop (111), - a slide (12) having a degree of translational mobility along said main guide rail (113) along a guide axis (AX2), - a metallic whip (15) attached to said slide (12), said whip (15) having an elongated shape and extending from said slide (12) towards said lower stop (111),said lower stop (111) having an orifice (118) configured to guide said whip (15) in translation, and - a drive piece (19) connected to said damper (22), and movable relative to said rotation shaft (28), said drive piece (19) moving relative to said armature (11) towards said lower stop (111), parallel to said damping axis (AX1) when said damper (22) compresses to generate sliding of said slider (12) along said main guide rail (113).

2. Lander (20) according to claim 1, wherein said shock absorber (22) is provided with a body (23) and a piston (24) sliding in said body (23) along said damping axis (AX1), said piston (24) being connected to said rotation shaft (28) and said drive piece (19) being integral with said body (23).

3. Lander (20) according to any one of claims 1 to 2, wherein said frame (11) comprises a secondary guide rail (114), said drive part (19) comprising a degree of translational mobility along said secondary guide rail (114).

4. Lander (20) according to any one of claims 1 to 3, wherein said static electricity dissipation system (10) comprises a return spring (13) arranged between said slide (12) and said lower stop (111), said return spring (13) compressing between said slide (12) and said lower stop (111) when said damper (22) compresses.

5. Lander (20) according to any one of claims 1 to 4, wherein said drive part (19) is integral with said slide (12).

6. Lander (20) according to claim 4, wherein said frame (11) comprises an upper stop (112) up to which said slide (12) slides along said main guide rail (113) along said guide axis (AX2) under the action of said compressed return spring (13), said slide (12) being positioned between said upper (112) and lower (111) stops, said frame (11) comprising a ramp (116) inclined with respect to said guide axis (AX2) and said slide (12) comprising a support (14) as well as a slide (16) and a return spring (18), said slide (16) having a degree of translational mobility with respect to said support (14) along a sliding axis (AX4) not parallel to said guide axis (AX2) for sliding with respect to said support (14),said drawer (16) having a projection (17) configured to cooperate with said ramp (116) in order to cause a displacement of said drawer (16) relative to said support (14) along said sliding axis (AX4) between an extended position (POS1) and a retracted position (POS2), said return spring (18) opposing said displacement of said drawer (16) from said extended position (POS1) to said retracted position (POS2), said drive piece (19) and said drawer (16) being partially aligned with each other parallel to the guide axis AX2 when said drawer (16) is in said extended position (POS1), said drive piece (19) and said drawer (16) not being aligned with each other parallel to the guide axis AX2 when said drawer (16) is in said retracted position (POS2).

7. Landing gear (20) according to claim 6, in which said sliding axis (AX4) is perpendicular to said guide axis (AX2).

8. Lander (20) according to any one of claims 6 to 7, wherein said ramp (116) is positioned relative to said contact member (21) so that said slider (16) is in said retracted position (POS2) when said whip (15) protrudes from said lower stop (111) by a predetermined deployed distance (Dl).

9. Lander (20) according to claim 8, wherein said predetermined deployed distance (Dl) is greater than a distance between said lower stop (111) and a ground (50) when said lander (20) is in contact with said ground (50).

10. Lander (20) according to any one of claims 6 to 9, wherein said system (10) comprises a compressible sheath (151) arranged between said slider (12) and said lower stop (111) and in which said whip (15) is positioned, said return spring (13) being positioned around said sheath (151).

11. Lander (20) according to any one of claims 6 to 10, wherein said system (10) comprises a compressible tube (131) arranged between said slider and said lower stop (111), said return spring (13) being positioned in said tube (131).

12. Landing gear (20) according to any one of claims 1 to 11, wherein, said damper (22) being provided with a body (23) and a piston (24) sliding in said body (23) along said damping axis (AX1), when said piston (24) is in a maximum extended position relative to said body (23), said whip (15) protrudes from said lower stop (111) by a non-zero extension distance (D2).

13. Aircraft (30) comprising at least one landing gear (20) according to any one of claims 1 to 12.

14. Aircraft (30) according to claim 13, said aircraft (30) comprising several landers of which only one is according to any one of claims 1 to 12.

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