CN114104272A - Aircraft landing gear - Google Patents
Aircraft landing gear Download PDFInfo
- Publication number
- CN114104272A CN114104272A CN202111666134.3A CN202111666134A CN114104272A CN 114104272 A CN114104272 A CN 114104272A CN 202111666134 A CN202111666134 A CN 202111666134A CN 114104272 A CN114104272 A CN 114104272A
- Authority
- CN
- China
- Prior art keywords
- landing gear
- hub
- aircraft
- wheel
- aircraft landing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface wheeled type, e.g. multi-wheeled bogies
- B64C25/36—Arrangements or adaptations of wheels, tyres or axles in general
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
Abstract
An aircraft landing gear is simple in structure, direct in energy transfer and not prone to loss, and not prone to damage. An aircraft landing gear comprising: a wheel, the wheel comprising a hub; the undercarriage supporting shaft is inserted through the hub and is used for rotating the airplane wheel; and the undercarriage power device drives the hub to rotate, is arranged in a space defined by the outer surface of one axial side of the hub and the circumferential side surface of the undercarriage supporting shaft, and is meshed with a hub side gear arranged on an inner ring of the hub through a power device side gear.
Description
Technical Field
The present invention relates to an aircraft landing gear.
Background
Aircraft landing gear is known to be a device for aircraft ground movement, take-off run and landing use. The airplane operated in the market at present is generally provided with a brake device only on a landing gear and is not provided with a power system, so that when the airplane moves on the ground of an airport, the airplane needs to move by a tractor or by starting an airplane engine to generate thrust. With the vigorous development of civil aviation industry, airports are increasingly built, the distances from aircraft taxiing from a terminal building to a runway and from aircraft running to the terminal building are increasingly far, 20-half hour is needed to move frequently, the engine of the aircraft is in a working state all the time, a large amount of fuel oil is consumed, great waste is caused, and the operation cost of the aircraft route is increased.
In addition, in the landing process of the airplane, at the moment before the landing gear of the airplane is contacted with the ground, the rotation speed of the wheels of the landing gear is zero, and the relative speed of the tires and the ground is high, so that at the moment when the tires of the landing gear are contacted with the ground, due to the action of inertia force of the wheels, relative sliding is generated between the tires and the ground, and strong impact force is generated on the landing gear. The relative sliding between the tire and the ground generates huge sliding friction force, so that the tire is seriously worn, the service life of the tire is reduced, and the operation cost is increased; meanwhile, the strong impact force of the tire on the landing gear also brings extra impact load to the aircraft, the overload coefficient under the landing condition is increased, and the damage of the landing condition on the aircraft structure is aggravated; in addition, the vibration generated by the strong impact on the aircraft also makes the passengers feel uncomfortable, reducing the comfort experience of the passengers.
To this end, for example, in patent document 1 (chinese patent CN101575003B), an aircraft landing gear assembly device is proposed, comprising a hub motor/generator, alternating rotating and stator discs mounted with respect to the wheel strut and the wheel. The wheel is driven to rotate by the hub motor, and is pre-accelerated before the airplane lands, so that the tire is smoothly grounded, the sliding friction and the additional impact of the tire are reduced, the airplane is provided with sliding power in the ground sliding process, and the ground maneuvering capacity of the airplane is improved. Or when the brake is used, the wheel rotates to drive the generator to generate electricity, and the kinetic energy is converted into electric energy to be stored or consumed so as to replace the brake pad.
However, in patent document 1, since the in-wheel motor/generator is mounted in a relatively narrow space inside the wheel hub, the heat dissipation effect is relatively poor, heat is easily generated during continuous operation, and the magnetism of the permanent magnet is reduced or demagnetized at high temperature, thereby degrading the motor/generator performance. In addition, because a brake device is cancelled, in the landing, sliding and decelerating process of the airplane, the deceleration is realized only by electromagnetic induction power generation between each turntable and each stator disc, the difficulty is high, the generator is easily burnt out, and the safe landing of the airplane is influenced.
On the other hand, patent document 2 (chinese patent CN104411586B) proposes a landing gear having a double clutch. In the landing gear, the drive motor is disposed at a portion of the landing gear strut near the hub, and the double clutch is disposed in a space between the landing gear and the hub. The overrunning rail arranged on the inner ring of the bidirectional clutch is fixedly connected with the hub, the driving rail arranged on the outer ring of the bidirectional clutch is meshed and connected with the driving gear on the outer side through a gear, and a plurality of movable elements are arranged between the inner ring and the outer ring of the bidirectional clutch. When the movable component of the overrunning clutch prevents the movement between the driving rail and the overrunning rail, the driving motor is connected with the hub, and the driving motor can drive the bidirectional clutch to rotate through the driving gear so as to drive the hub to rotate; when the movable component of the overrunning clutch allows the driving rail to move relative to the overrunning rail, the driving motor is disconnected with the hub, and the hub cannot be driven to rotate when rotating, so that the resistance of the hub is reduced.
Disclosure of Invention
Technical problem to be solved by the invention
However, in the undercarriage described in patent document 2, the structure is complicated in a manner that the drive motor drives the hub by the bidirectional clutch transmission, and it is relatively difficult to arrange the drive motor in a narrow space between the hub and the undercarriage, and the engagement accuracy is required to be high, and the overall cost is high. Meanwhile, the complex structure also causes the problems of low reliability, difficult maintenance and the like, and the cost-to-efficiency ratio is reduced; in addition, the energy is not directly transmitted in a bidirectional clutch transmission mode, and the energy loss in the transmission process is large.
In addition, the whole device is arranged on the landing gear supporting column and (especially the double clutches) are exposed outside to form a large impact surface, so that the landing gear is easily damaged by the impact of foreign objects such as sand raised from the ground.
The present invention has been made in view of the above circumstances, and an object thereof is to provide an aircraft landing gear which has a simple structure, is direct in energy transfer, is less likely to cause loss, and is less likely to be damaged.
Technical scheme for solving technical problem
An aircraft landing gear wheel according to a first aspect of the invention comprises:
a wheel, the wheel comprising a hub;
the undercarriage supporting shaft is inserted through the hub and is used for rotating the airplane wheel; and
a landing gear power device that drives the hub to rotate,
it is characterized in that the preparation method is characterized in that,
the landing gear power unit is disposed in a space defined by an outer surface of the hub on one axial side and a circumferential side surface of the landing gear support shaft,
the landing gear power unit is engaged with a hub-side gear disposed in an inner ring of the hub via a power unit-side gear.
According to the aircraft landing gear of the first aspect, the landing gear power unit is disposed in the space defined by the outer surface on one side in the axial direction of the hub and the circumferential side surface of the landing gear support shaft, so that the internal space between the hub and the landing gear support shaft can be fully utilized, and the size of the entire aircraft landing gear in the axial direction of the wheel can be reduced. In addition, because the landing gear power device is arranged in the outer space of the hub, the ventilation and heat dissipation conditions are good, and the problem that the power device is degraded in performance or fails in a high-temperature environment can be solved. In addition, compared with the prior art which adopts the transmission mechanism of the double clutches arranged in the narrow space between the supporting column and the hub, the landing gear power device is arranged to be meshed with the gear ring arranged on the inner ring of the hub through the power device side gear, so that the power generated by the landing gear power device can be directly transmitted to the hub, and the energy is directly transmitted and is not easy to generate energy loss in the transmission process. In addition, the undercarriage power device and the transmission mechanism fully utilize the internal space between the hub and the undercarriage supporting shaft, are basically controlled within the circumferential range of the hub, are very compact, and reduce the risk of sand and stone impact raised by the runway pavement.
In the aircraft landing gear according to the second aspect, it is preferable that the landing gear power unit is provided in the space at a predetermined interval in a circumferential direction of the hub.
According to the aircraft landing gear of the second viewpoint, the plurality of landing gear power devices are uniformly arranged along the circumferential direction of the hub in the space defined by the outer surface of one axial side of the hub and the circumferential side surface of the landing gear supporting shaft, so that power can be transmitted to the hub more uniformly, and the aircraft wheel can be driven to rotate better.
In the aircraft landing gear according to the third aspect of the present invention, the landing gear power unit is preferably an electric-motor-generator-integrated unit.
According to the aircraft landing gear in the third aspect, before the aircraft lands, the landing gear can be used as a motor to drive the hub to rotate, so that the wheel is driven to rotate. On the other hand, in the process of the airplane in the process of deceleration and gliding, the undercarriage can be used as a generator, is driven by the hub to generate electricity, transmits electric energy to an electric power storage system of the airplane, and charges the electric power storage system while being matched with a brake device to decelerate the airplane, so that energy can be provided for the airplane in the process of autonomous gliding, and energy consumption is reduced.
In the aircraft landing gear according to the fourth aspect, the landing gear power unit is preferably a hydraulic power unit.
According to the aircraft landing gear in the fourth aspect, the landing gear power device is arranged to be a hydraulic power device, so that the landing gear power device can be communicated with the existing hydraulic system of the aircraft in a fluid mode, and the hydraulic pressure in the hydraulic system can be directly used for driving the hub to rotate.
In the aircraft landing gear according to the fifth aspect, it is preferable that the brake device is mounted inside the hub.
In the aircraft landing gear according to the sixth aspect, it is preferable that the brake device is a disc brake device including a fixed disc fixed to the landing gear support shaft and a rotating disc fixed to an inner surface of the hub opposite to the fixed disc.
According to the aircraft landing gear of the fifth or sixth aspect, since the landing gear power device is provided and the brake device is retained, the landing gear power device and the brake device can work in cooperation, and the safety of taxiing can be ensured while the wear of tires is reduced, compared with the existing landing gear in which the brake device is eliminated in the case where the landing gear power device is provided.
Drawings
Figure 1 is a schematic view in horizontal section of the structure of an aircraft landing gear according to an embodiment of the invention.
Description of the symbols
U-shaped aircraft landing gear
1 wheel hub
2 undercarriage supporting axle
3 undercarriage power device
4 brake device
5 fixing part
6 axle hole
21 large diameter part
22 minor diameter portion
7 Gear
Detailed Description
Next, the structure of an aircraft landing gear according to an embodiment of the present invention will be described with reference to fig. 1.
Fig. 1 shows a horizontal cut-away schematic view of an aircraft landing gear U according to an embodiment of the invention. As shown in fig. 1, an aircraft landing gear U includes a wheel having a hub 1, a landing gear support shaft 2, a landing gear power unit 3, a brake unit 4, and a mount 5.
The wheel has a hub 1 and a tire (not shown) mounted on the outer peripheral surface of the hub 1. An axial hole 6 extending in the axial direction and penetrating through the hub 1 is formed in the center of the hub 1, and the landing gear support shaft 2 is inserted through the axial hole 6. The landing gear support shaft 2 is an axle that rotates the wheels, and has a large diameter portion 21 and a small diameter portion 22. A bearing, not shown, for rotatably supporting the landing gear support shaft 2 is interposed between the landing gear support shaft 2 and the hub 1. After the small-diameter portion 2 of the landing gear support shaft 2 is inserted into the shaft hole 7 of the hub 1, the landing gear support shaft 2 and the hub 1 are fixed together by a fixing member (also referred to as a hub outer mount fixing member) 5 at a portion of the small-diameter portion 2 exposed from the shaft hole 6 of the hub 1.
As shown in fig. 1, a landing gear power unit 3 is disposed on the circumferential outer surface of the large diameter portion 21 of the landing gear support shaft 2, the landing gear power unit 3 is a device that supplies power to the hub 1 to rotate and/or is rotated by the hub 1, and the landing gear power unit 3 is engaged with a ring gear formed on the inner ring of the hub 1 via a gear 7 to rotate the hub 1 or is rotated by the hub 1. In the present embodiment, two landing gear power units 3 are arranged in the circumferential direction of the landing gear support shaft 2, but the number and the arrangement are not limited to this. For example, only one landing gear power unit 3 may be provided, or three or more landing gear power units 3 may be provided uniformly at predetermined intervals in the circumferential direction of the landing gear support shaft 2. In the present embodiment, an electric power generation-integrated machine is used as the undercarriage power unit 3. Specifically, the landing gear power device 3 functions as an electric motor immediately before the aircraft lands, and the landing gear power device 3 functions as an electric generator during deceleration taxiing of the aircraft. More specifically, before the aircraft lands, the landing gear power device 3 is switched to a motor mode, kinetic energy is transmitted to the hub 1 through the gear 7 to drive the hub 1 to rotate, so that the tangential speed of the airplane wheel is basically consistent with or close to the horizontal air volume in the forward traveling direction of the speed of the aircraft during landing, the airplane wheel is in stable contact with the ground, the abrasion of tires is reduced, extra impact load is eliminated, the load envelope line of the aircraft is reduced, and the purposes of landing and reducing weight are achieved. On the other hand, in the process of deceleration and taxiing of the airplane, the landing gear power device is switched from a motor mode to a generator mode and is driven by the hub 1 to rotate, so that kinetic energy generated when the hub 1 rotates is absorbed and recovered, and after the kinetic energy is converted into electric energy, the converted electric energy is transmitted to an electric power storage system of the airplane. That is, during the deceleration taxiing in flight, the electric storage system is charged while the aircraft is decelerated in accordance with the braking operation of the brake device 4 described later. The electrical energy supplied to the electrical storage system may be used for autonomous movement of the aircraft. Specifically, under the condition that the aircraft does not have traction, the electric energy stored in the electric storage system is utilized to drive the aircraft to move autonomously, so that the starting time or the shutdown time of the engine of the aircraft can be delayed, the fuel consumption of the engine in an idle state is reduced, and the operation benefit of the aircraft is improved. However, the type of the landing gear power unit 3 is not limited to this, and may be a hydraulic power unit without a generator function. In this case, the hydraulic power system as the landing gear power unit 3 is preferably in fluid communication with an existing hydraulic system on the aircraft, whereby the hydraulic energy can be supplied directly by the existing hydraulic system.
The brake device 4 is disposed in the inner space of the hub 1 as shown in fig. 1. Although details are omitted, the brake device 4 of the present embodiment is a disc brake device including a fixed disc fixed to the landing gear support shaft 2 through a housing (not shown) of the brake device so as not to be rotatable, and a rotating disc assembled to the hub 1 so as to be rotatable together with the wheel. During braking, gas or liquid enters a working chamber (not shown) in the braking system 4, pushes a piston, and tightly presses the fixed disc and the rotating disc together. Thereby performing braking. When the brake is released, the piston returns to the initial position under the action of the tension of the spring when the pressure is small, and the discs are released from each other. However, the type of the brake device 4 is not limited to this, and for example, the brake device 4 may be of the type shown in fig. 1, which is attached to the small diameter portion 22 of the landing gear support shaft 2 and brakes by frictional heat generation in contact with the hub 1.
According to the aircraft landing gear of the present embodiment, the landing gear power unit 3 is disposed in the space defined by the outer surface on one axial side of the hub 1 and the circumferential side surface of the landing gear support shaft 2, so that the internal space between the hub 1 and the landing gear support shaft 2 can be fully utilized, and the size of the entire aircraft landing gear U in the axial direction of the wheels can be reduced. In addition, since the landing gear power unit 2 is disposed in the space outside the hub 1, ventilation and heat dissipation conditions are good, and the problem of performance degradation or failure of the power unit in a high-temperature environment can be avoided. In addition, compared with the prior art which adopts a transmission mechanism of a double clutch arranged in a narrow space between a support column and a hub, the landing gear power device 3 is arranged to be meshed with a gear ring arranged on an inner ring of the hub 1 through a power device side gear 7, so that power generated by the landing gear power device can be directly transmitted to the hub, and energy is directly transmitted and energy loss is not easy to generate in the transmission process. In addition, the undercarriage power device 3 and the transmission mechanism fully utilize the internal space between the hub 1 and the undercarriage supporting shaft 2, are basically controlled within the circumferential range of the hub 1, are very compact, and reduce the risk of sand and stone impact raised by the runway pavement.
In addition, the present invention can freely combine the respective embodiments, or appropriately modify or omit the respective embodiments within the scope thereof.
Claims (6)
1. An aircraft landing gear comprising:
a wheel, the wheel comprising a hub;
the undercarriage supporting shaft is inserted through the hub and is used for rotating the airplane wheel; and
a landing gear power device that drives the hub to rotate,
it is characterized in that the preparation method is characterized in that,
the landing gear power unit is disposed in a space defined by an outer surface of the hub on one axial side and a circumferential side surface of the landing gear support shaft,
the landing gear power unit is engaged with a hub-side gear disposed in an inner ring of the hub via a power unit-side gear.
2. An aircraft landing gear according to claim 1,
the landing gear power unit is provided in plurality in the space at a predetermined interval in the circumferential direction of the hub.
3. An aircraft landing gear according to claim 1,
the landing gear power device is an electric power generation all-in-one machine.
4. An aircraft landing gear according to claim 1,
the landing gear power means is a hydraulic power means.
5. An aircraft landing gear according to claim 1,
still include brake equipment, brake equipment installs the inside of wheel hub.
6. An aircraft landing gear according to claim 5,
the brake device is a disc brake device and comprises a fixed disc and a rotating disc.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111666134.3A CN114104272A (en) | 2021-12-31 | 2021-12-31 | Aircraft landing gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111666134.3A CN114104272A (en) | 2021-12-31 | 2021-12-31 | Aircraft landing gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114104272A true CN114104272A (en) | 2022-03-01 |
Family
ID=80363683
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111666134.3A Pending CN114104272A (en) | 2021-12-31 | 2021-12-31 | Aircraft landing gear |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114104272A (en) |
Citations (21)
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| FR2122290A1 (en) * | 1971-01-18 | 1972-09-01 | Pauchet Guy | |
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| US20120138735A1 (en) * | 2010-12-06 | 2012-06-07 | Messier-Bugatti-Dowty | Device for braking/driving an aircraft wheel |
| US20130327884A1 (en) * | 2011-01-21 | 2013-12-12 | Messier-Bugatti-Dowty | Device for braking and rotating an aircraft wheel |
| FR3008955A1 (en) * | 2013-07-26 | 2015-01-30 | Messier Bugatti Dowty | DEVICE FOR DRIVING ROTATION OF AN AIRCRAFT WHEEL |
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| CN107031824A (en) * | 2015-12-22 | 2017-08-11 | 空中客车英国运营有限责任公司 | Aircraft landing gear |
| CN107878775A (en) * | 2017-10-19 | 2018-04-06 | 南京航空航天大学 | Aircraft floor slides wheel drive system |
| CN108016609A (en) * | 2018-01-03 | 2018-05-11 | 冯政元 | A kind of undercarriage having the function of from slip |
| CN108909458A (en) * | 2018-05-17 | 2018-11-30 | 王胜军 | A kind of full-automatic inertia energy intelligence recyclable device of new-energy automobile and its method |
| CN109515693A (en) * | 2018-11-26 | 2019-03-26 | 张连营 | Aircraft electric pushing-aid wheel and undercarriage |
| CN211055363U (en) * | 2019-07-29 | 2020-07-21 | 西安航空职业技术学院 | Light aircraft landing gear |
| CN112498669A (en) * | 2020-08-26 | 2021-03-16 | 江西航空职业技术学院 | Power airplane wheel electric driving device of civil aircraft landing gear |
| US20210214096A1 (en) * | 2020-01-09 | 2021-07-15 | Goodrich Corporation | Systems for harvesting rotational wheel energy for landing gear retraction |
| US20210347468A1 (en) * | 2020-05-06 | 2021-11-11 | Safran Landing Systems Canada Inc. | Autonomous electric taxiing wheel with electrically actuated brake |
-
2021
- 2021-12-31 CN CN202111666134.3A patent/CN114104272A/en active Pending
Patent Citations (21)
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| US3764094A (en) * | 1970-12-23 | 1973-10-09 | Rotax Ltd | Motor powered wheels for aircraft |
| FR2122290A1 (en) * | 1971-01-18 | 1972-09-01 | Pauchet Guy | |
| FR2682078A1 (en) * | 1991-10-03 | 1993-04-09 | Maury Louis | Aircraft wheel spinner |
| DE102008006295A1 (en) * | 2008-01-28 | 2009-07-30 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Landing gear for use in aircraft, has brake for wheel arranged at externally lying rotor, and rotary drive comprising pinion gear that meshes with gear rim when rotary drive is provided in engaged condition |
| US20120138735A1 (en) * | 2010-12-06 | 2012-06-07 | Messier-Bugatti-Dowty | Device for braking/driving an aircraft wheel |
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| CN107878775A (en) * | 2017-10-19 | 2018-04-06 | 南京航空航天大学 | Aircraft floor slides wheel drive system |
| CN108016609A (en) * | 2018-01-03 | 2018-05-11 | 冯政元 | A kind of undercarriage having the function of from slip |
| CN108909458A (en) * | 2018-05-17 | 2018-11-30 | 王胜军 | A kind of full-automatic inertia energy intelligence recyclable device of new-energy automobile and its method |
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| US20210214096A1 (en) * | 2020-01-09 | 2021-07-15 | Goodrich Corporation | Systems for harvesting rotational wheel energy for landing gear retraction |
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