RU2495792C2 - Method of aircraft landing gear wheels driving and aircraft landing gear with driven wheels - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to landing gear wheels driving for equalising wheel peripheral velocity with aircraft speed before landing and for aircraft running. Landing gear every wheel is revolved by one of two counter rotation air turbines. Air from main engines or auxiliary power unit is forced via telescopic pipe secured at landing gear strut to landing gear header wherefrom it flows into two isolated wheel headers. Air is forced from every header via control valves in appropriate radial or axial turbine. One of said turbine spins up the wheels before landing and in forward running while another turbine reverses the wheels for braking after landing, in reverse motion and turns. Ejector with nozzle connected via pipe with control valve to landing gear air header is used to pump air via cooling system header connected to brake housing through stack of disk plate.

EFFECT: lower load at aircraft brakes, ruled out overheating of brakes.

16 cl, 20 dwg

Description

The invention relates to aeronautical engineering, and in particular, to methods for driving the wheels of an airplane landing gear for aligning the peripheral speed of each wheel with the airplane’s speed before landing and for moving it on the ground.

A known method of pre-spinning the wheels of the landing gear of the aircraft (Kozminykh S.V., RF Patent No. 2152334), consisting in the use of blades-pockets of variable geometry of elastic elastic material on the side surface of the tire wheels. At the same time, when taking off, the blades are pressed and supported in the folded state, and when landing, they are released, for example, by means of electromagnets and springs, to spin the wheel after the landing gear.

The disadvantage of this method is the difficulty of changing and controlling the power of the spin of the wheel to the required angular velocity. In the multi-wheeled chassis, the turbines of the front wheels of the bogie screen the wheels following them from the air flow. As a result of such shielding, the possibility of equally effective promotion of all the wheels of the trolley is reduced. In addition, this method requires the manufacture and fastening of the pocket blades during the manufacturing process of the tire, or during the molding of the latter, or by bonding by vulcanization, as well as gluing, i.e. changes in the tire manufacturing process itself.

A known method of pre-spinning the wheels of the landing gear of the aircraft (Belyaev V.I., RF Patent No. 2384467), which consists in supplying air turbines from air intakes (diffusers) or from a high-pressure accumulator, in particular, a gas cylinder, connected to pipelines installed on the chassis casings of the wheels; with nozzle elements connected to the turbines.

The disadvantage of this method is the cumbersome design of air intake devices, requiring special measures for their cleaning together with the chassis after take-off. When taking off, such air intakes create significant aerodynamic resistance to movement, which slows down the aircraft, and does not accelerate due to the drive wheels. The balloon system is cumbersome and has a large weight and requires refueling the cylinders with high pressure air (gas) before the flight, which complicates the maintenance of the aircraft.

There is a known method of braking and maneuvering (Stephen Sullivan, RF Patent No. 2403180), according to which a wheel drum motor / generator is used as the engine before landing to coordinate the peripheral speed of the pneumatics with the relative ground speed so that when landing occurs, there is a minimum difference in these two speeds. The wheel drive of the aircraft is also used to move it on the ground and during take-off. The wheel drum motor / generator is a disc electric motor, the discs of which are at the same time friction brake discs.

The disadvantage of this method is the weighting of the chassis due to electric motors and the aircraft itself due to special on-board batteries of high power in case of accumulation of regenerated braking energy. The creation in a small volume of the wheel hub of effective moments of electromagnetic forces sufficient to move the aircraft during maneuvering is technically difficult and significantly complicates the manufacture, operation and repair of the wheel drive device.

The problem to which the invention is directed, is the promotion of the wheels of the chassis to the required speed of rotation, eliminating the slipping of all wheels relative to the strip during landing, ensuring no impact at the moment of contact and minimal wear of pneumatics, as well as autonomous movement of the aircraft on the ground due to wheel drive. An additional task is to prevent the formation of the so-called “rubber run-off” on the runways of airfields - a trace from the burned rubber of the pneumatics of the landing gear of landing aircraft. A black mark remains from the strike in the strip, which extends up to 500 meters from the first strike. “Rubber rolling” is dangerous, since a layer of burnt rubber reduces the adhesion coefficient of pneumatics to concrete by 2 or more times, as a result of which the length of the landing run of the aircraft increases.

The technical result achieved in the claimed invention is a significant reduction in the load on the friction brakes of the aircraft, eliminating the risk of overheating and extending the life of the friction brakes and pneumatics. Another technical result is the possibility of autonomous movement of the aircraft along the airfield, including when the main engines are idle, including 180-degree turns of a small radius due to the rotation of the wheels of different landing gears in opposite directions and reverse movement. Also the technical result is the ability to align the peripheral speed of each pneumatic with the speed of the aircraft during its landing and precise control of the angular speed of rotation of each wheel of the chassis truck. An additional result of the invention is the prevention of the formation on the runway of "rubber roll", which reduces the adhesion of the pneumatics of aircraft with the strip.

Obtaining the technical result of the invention is carried out due to the fact that each wheel of the chassis is rotated using one of two opposite to the rotation directions coaxial with the wheel of air turbines. Depending on the required direction of rotation, air is supplied to one of the air turbines through a piping system from the main engines or from the aircraft’s onboard auxiliary power unit (WEC). At the same time, the air pressure exceeds atmospheric pressure, and the temperature is maintained at such a level that the air temperature behind the turbine does not exceed the permissible strength of the materials of the wheel drum and pneumatics.

Another option is to supply air to the air turbines of the wheels from an ejector that draws in atmospheric air, into the nozzle of which air is supplied through a piping system, the pressure of which exceeds atmospheric pressure, from the main engines of the aircraft or on-board wind turbines. Air is supplied directly to the wheel turbines, or to the ejector nozzle when the air is supplied to the turbines from the ejector, from the selection of the compressors of the main gas turbine engines of the aircraft, from the on-board wind turbine, or from the compressor of the turbocompressor, to the compressor and turbine of which air is supplied from the selection of the main engines, or from a system of pressurization of piston engines of an airplane. In this case, the control of spinning the wheel to the desired speed of angular rotation of the wheel during landing is carried out using the control valve of the air supplied to the turbine of the wheel, according to the signal generated by the unit for comparing the signals of the aircraft speed sensor and the wheel angular speed sensor.

The advantage of the present invention is a significant increase in the braking power of the chassis wheels during standard and emergency braking, reducing the risk of overheating of the brakes, reliable autonomous movement of the aircraft along the airfield, including reversing and making small-radius turns, including when the main engines of the aircraft are idle. The advantage is also the reliable promotion of all the wheels of the chassis to the peripheral speed of the rim of the pneumatics, which deviates minimally from the landing speed of the aircraft.

The proposed method is illustrated by drawings, where figure 1 and figure 2 presents options for a General scheme of the method applicable to gas turbine engines, in particular, to dual-circuit engines. Figure 3 presents a diagram of the method applicable to piston engines with a drive supercharger, figure 4 - to piston engines with a turbocharger, and figure 5 - to piston engines with a drive supercharger and turbocharger. Figure 6 presents a schematic diagram of the regulation of the speed of rotation of the wheels of the chassis.

When implementing the method on airplanes with gas turbine engines, the following modes are possible:

1. The main engines do not work. The plane independently maneuvers on the airfield. In this case, airborne wind turbine is used to drive the chassis wheels.

2. The main engines are running. In this case, it is possible to drive wheels to spin them before landing, to decelerate the aircraft immediately after landing, to maneuver on the airfield before takeoff or after landing, including reversing, take off the aircraft. In all these cases, air can be supplied to the chassis manifold due to:

- air sampling behind the fan of the bypass engine

- low pressure air extraction from the engine compressor

- selection of high pressure air from the engine compressor

- air supply from an onboard wind turbine.

When implementing a variant of the proposed method on an airplane with gas turbine engines, as shown in FIG. 1 for a turbofan engine, air for driving the chassis wheels is taken from the pipeline 1 of the regular air intake from engine 2, which provides its own needs for compressed air from engine 2. This air through the open damper 3 it is fed into the ejector 4, in which the pressure and temperature of the flow are reduced by suction of atmospheric air. From the ejector 4 through the pipeline 5, the prepared air is supplied to the air manifold 7 of the chassis. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, air is supplied to one of the turbines 10 or 11, which rotate the wheels of the chassis 12 in opposite directions.

In another embodiment, air from the engine is taken off behind the fan stage of the turbofan engine, and through a pipe 13 on which a shutter 14 is installed, it is supplied to a heat exchanger 15 where it is heated with a higher-pressure sampling air coming from the engine 2 and fed into the pipe 5. The dashed lines show pipelines through which air can be supplied from the pipeline 1 through a heat exchanger 15 for heating it before being fed to the ejector 4.

Part of the high-pressure air taken from the engine 2 through the pipe 16, is fed into the heat exchanger 15 through the pipe 17, where they heat the air taken after the fan stage. After that, it, together with the main air stream of the pipe 16, is fed into the heat exchanger 18 of the air conditioning system (not shown in FIG. 1) and other aircraft systems. In the embodiment of the use of air from high-pressure take-offs, it is supplied to the pipeline 5 through the open valve 19 with the closed valves 3 and 14 through the pipe 20 to the ejector 21, in which the pressure and temperature of the flow are reduced by suction of atmospheric air. From the ejector 21 through the pipe 20, the prepared air is supplied to the pipe 5 and then to the air manifold 7 of the chassis.

When the main engines are idle, air is also supplied to the air manifold 7 when the shutters 3, 14 and 19 are closed from the onboard auxiliary power unit 22 of the aircraft. Air from the power plant 22 is supplied through a pipe 23 to an air preparation heat exchanger 24 for an air conditioning system (not shown in FIG. 1). Through the open damper 25, air from the pipeline 23 is fed into the air ejector 26, in which the pressure and temperature of the flow are reduced by suction of atmospheric air. From the ejector 26, the prepared air is supplied to the pipeline 5 and then to the air manifold 7 of the chassis.

When the aircraft does not require air supply to the air manifold 7, the shutters 3, 14, 19 and 25 are closed.

In the case of spinning of the wheels before landing, with the shutter 14 open, air is taken off behind the fan stage of the turbofan engine, after which it is fed through a pipe 13 to a heat exchanger 15 and then to a pipe 5 and a manifold 7. From the collector 7, by the branch pipes 8, air is supplied to the control valves 9 , from where it is fed to air turbines 11, which spin the chassis wheels, aligning the peripheral speed on the wheel rim and the landing speed of the aircraft. After touching the wheels of the landing strip, the control valves 9 switch the air supply to the air turbines 10, which have the opposite direction of rotation to the turbines 11, and brake the wheels using the turbines 11, partially reducing the load on the friction brakes of the wheels. Switching the control valves 9, the air is supplied to the air turbines 11 for lane movement and maneuvering.

Figure 2 presents an embodiment of a method using a turbocharger. To drive the chassis wheels, part of the air is taken from the pipe 13, where it is supplied from the external circuit of the fan motor 2, and through the open damper 27 is fed into the pipe 28. From the pipe 28, air is supplied to the compressor 29 of the turbocharger, from where it is sent to the mixer 31 through the pipe 30. The air of high (highest) pressure of the engine 2 from the pipeline 32 through the open damper 33 is fed into the turbine of the turbocharger 34, after which the heat exchanger 36 is sent through the pipeline 35. The air cooled in the heat exchanger 36 They are injected into the mixer 31. The air in the heat exchanger 36 is cooled by the air of the second circuit of the engine 2, which is supplied to the heat exchanger 36 through the pipe 13. After mixing the two flows in the mixer 31, air with a predetermined temperature and pressure through the pipe 5 is supplied to the air manifold of the chassis 7. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, air is supplied to one of the turbines 10 or 11, which rotate the wheels of the chassis 12 in opposite directions. The dotted line in figure 2 shows the pipe 16 of figure 1, corresponding to the intermediate selection of high pressure, which can be used as an option for supplying air to the turbine of the turbocharger.

When implementing the method on airplanes with piston engines, the following modes are possible:

1. Main engines (engine) do not work. The plane independently maneuvers on the airfield. In this case, air is used to drive the chassis wheels from an autonomously operating turbocharger.

2. The main engines are running. In this case, it is possible to drive wheels to spin them before landing, to decelerate the aircraft immediately after landing, to maneuver on the airfield before takeoff or after landing. In all these cases, air can be supplied to the chassis manifold due to:

- air sampling from the engine boost pipe with a driven supercharger

- air sampling from a turbocharger compressor turbine compressor line

- air sampling from the intermediate air cooling pipe between the drive supercharger and the turbocharger compressor.

When implementing the proposed method on an airplane with a piston engine with a drive compressor, shown in FIG. 3, part of the air is drawn from the pipe 37 of the boost engine of the piston engine 2, where air is pumped by the drive supercharger 38, and it is fed through the pipe 39 through the heat exchanger 15 to the air collector 7 chassis. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, the air is supplied to one of the turbines 10 or 11, leading to the rotation of the wheels 12 of the chassis in opposite directions. In the heat exchanger 15, the air is heated by a part of the exhaust gases of the engine 2, which are taken from the exhaust pipe 40 and fed through the pipe 41 to the heat exchanger 15.

When implementing the proposed method on an airplane with a piston engine with a turbocharger, shown in Fig. 4, part of the air is taken from the turbocharger engine 37 pipe 37 with the damper 42 open, where air is pumped by the turbocharger compressor 29, and fed to the nozzle through a pipe 30 through a heat exchanger 15 air ejector 43. From the ejector 43, air is supplied to the air manifold 7 of the chassis. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, the air is supplied to one of the turbines 10 or 11, leading to the rotation of the wheels 12 of the chassis in opposite directions. The exhaust gases of the engine 2 through the exhaust pipe 40 through the open damper 44 are fed into the turbine of the turbocharger 34, the rotary compressor 29. The air is heated in the heat exchanger 15 by the exhaust gases of the turbine of the turbocharger 34 for which they are fed through the pipe 41 to the heat exchanger 15.

When the main engine 2 is idle, the shutters 42 and 44 are closed and the turbogenerator operates independently of the main engine 2 by using the combustion chamber 45. In this case, the air behind the compressor 29 from the pipeline 37 is taken into the pipeline 46 through the open shutter 47 and is fed into the combustion chamber 45 of the turbocharger. Hot gases from the combustion chamber 45 are fed into the pipeline 40, and from it to the turbine 34. A portion of the exhaust gases from the turbine 34 is supplied to the heat exchanger 15 through the pipe 41.

Figure 5 presents a diagram of the implementation of the method on an airplane with a piston engine with a drive supercharger and a turbocharger. To drive the chassis wheel from the pipeline 48 of the drive supercharger 38 through the open damper 49, a portion of the air is taken out and piped through the heat exchanger 15 to the nozzle of the air ejector 43. From the air ejector 43, air is supplied to the air manifold 7 of the chassis. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, the air is supplied to one of the turbines 10 or 11, leading to the rotation of the wheels 12 of the chassis in opposite directions.

The exhaust gases of the engine 2 are fed into the turbine 34 of the turbocharger through the exhaust pipe 40 through the open damper 50. Part of the exhaust gases from the turbine 34 through the pipe 41 is fed to a heat exchanger 15, where the air is heated before it is fed into the ejector nozzle 43. The main part of the air from the pipeline 48 of the drive supercharger 38 are cooled in an intercooler 51, fed through a pipe 52 through an open damper 53 to a compressor 29 of a turbocharger, then compressed into a compressor 29 of a turbocharger, and fed through a pipe 37 to a motor Tel 2 through the open valve 42.

When the main engine 2 is idle, the shutter 42 on the pipe 37 and the shutter 49 are closed. Air is supplied to the turbocompressor compressor 29 through the open valve 54 of the turbocompressor from the atmosphere, while the pipe 52 is closed by the valve 53. The compressed air behind the compressor 29 from the pipe 37 through the pipe 55 through the open shutters 47 and 56 is fed into the pipe 39. From the pipe 39 through a heat exchanger 15, air is supplied to the nozzle of the air ejector 43 and then to the air manifold 7 of the chassis. From the air manifold 7 of the chassis through the system of branch pipes 8 through the control valves 9, the air is supplied to one of the turbines 10 or 11, leading to the rotation of the wheels 12 of the chassis in opposite directions. Part of the air from the pipeline 55 is fed into the combustion chamber 45 of the turbocompressor, after which the hot gases are sent to the turbine 34, from where a part of the exhaust gases is supplied to the heat exchanger 15 through the pipe 41.

Figure 6 shows a diagram of the regulation of the speed of rotation of the wheels of the chassis. The signals from the sensors 57 of the wheel speed along the lines 58 are fed to the on-board computer 59. The on-board computer 59 also provides a signal from the aircraft speed sensor 60 along the line 61. In the computer 59, when comparing the signals from the sensors 57 and 60, control signals are generated that are transmitted along the lines 62 are supplied to respective control valves 9, which supply air to the wheel turbines.

The calculation justification of the proposed method was carried out on the example of an IL-96-300 aircraft, which has four PS-90A engines and two main landing gears, each of which has three pairs of wheels.

Example 1. Wheel spin before landing.

Estimates of the feasibility of the proposed device were carried out in relation to the parameters of the aircraft IL-96-300, with tires 1300 × 480 × 560. Let the landing gear wheel spin up to a peripheral speed equal to the airplane landing speed V = 250 km / h = 69.4 m / s. Then the peripheral speed of rotation of the wheel will be equal to ω _W = V / R = 106.84 1 / s, where R is the pneumatic radius equal to 650 mm. The wheel speed n = 1020 rpm.

, где J - момент инерции колеса. Будем считать, что момент инерции колеса в сборе равен сумме момента инерции J₁ колеса без пневматика и момента инерции J₂ пневматика. Масса колеса ИЛ-96-3 00 в сборе с пневматиком (С.С. Коконин, Е.И. Крамаренко, A.M. Матвеенко. Основы проектирования авиационных колес и тормозных систем. М. МАИ, 2007. - 263 с.) равна 322 кг, а масса самого пневматика равна 106 кг, т.е. масса колеса без пневматика равна 216 кг. Рассматривая условно колесо без пневматика, как однородный диск, а сам пневматик как толстостенную однородную трубу, имеем:The kinetic energy of rotation of the wheel will be equal to $$E_W=J{\omega }_{\mathrm{<figure-callout\; id="2"\; label="W"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">W</figure-callout>}}^2/2$$

where J is the moment of inertia of the wheel. We assume that the moment of inertia of the wheel assembly is equal to the sum of the moment of inertia J _{1 of the} wheel without pneumatics and the moment of inertia J _{2 of} pneumatics. The mass of the wheel IL-96-3 00 complete with pneumatics (S. S. Kokonin, E. I. Kramarenko, AM Matveenko. Basics of designing aircraft wheels and brake systems. M. MAI, 2007. - 263 p.) Is 322 kg , and the mass of the pneumatic itself is 106 kg, i.e. the mass of the wheel without pneumatics is 216 kg. Considering conditionally a wheel without pneumatics as a homogeneous disk, and pneumatics itself as a thick-walled homogeneous pipe, we have:

$$J_2=m_2\left(R^2+R_1^2\right)/2=26.55кг\cdot {м}^2,$$

J₁+J₂=35.015 кг·м². $$J_{\mathrm{one}}=m_{\mathrm{one}}{R}_{\mathrm{one}}^2/2=8.47\mathrm{to}g\cdot {\mathrm{<figure-callout\; id="2"\; label="m"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">m</figure-callout>}}^2,$$

$${\mathrm{<figure-callout\; id="2"\; label="J"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">J</figure-callout>}}_2=m_2\left({\mathrm{<figure-callout\; id="2"\; label="R"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">R</figure-callout>}}^2+R_{\mathrm{one}}^2\right)/2=26.55\mathrm{to}g\cdot {\mathrm{<figure-callout\; id="2"\; label="m"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">m</figure-callout>}}^2,$$

J ₁ + J ₂ = 35.015 kgm ² .

Then the kinetic energy of the untwisted wheel is approximately 200 kJ. Let us assume that the time for spinning the wheel from the rest state to the required speed is 30 s. Then the sufficient power of the air wheel drive turbine is 6.7 kW, and the total drive power of all 12 main wheels is 80 kW. For further calculations, it is assumed that the air turbine of the chassis wheel is subsonic, single-stage, radial with partial air supply. The diameter of the radial clearance between the nozzle and rotor blades is 0.6 m, the blade height is 0.01 m, the degree of partiality is 0.2, and the turbine efficiency is 0.45. All calculations are based on the condition that the air temperature behind the turbine should not exceed 125 ° C (S.S. Kokonin and others) during the movement of the wheels.

Example 2. Air extraction behind the fan stage.

The smallest air pressure in the PS-90A engine selections (A.A. Inozemtsev, E.A. Konyaev; V.V. Medvedev, A.V. Neradko, A.E. Ryasov. Aircraft engine Ps-90A, M. 2007. - 319 p.) Is the air pressure behind the fan. In take-off mode, the degree of pressure increase is 1.67, and in cruise mode - 1.75. Let's take the average value of 1.7. This pressure drop can be triggered in a single-stage subsonic turbine.

We assume that the total drive power of all aircraft wheels is 360 kW. Then the air intake from one engine (on three wheels of the chassis) behind the fan stage is 3.35 kg / s. With a total air flow rate through the internal circuit of the engine equal to 504 kg / s and an engine bypass ratio of 4.5, this flow rate is less than 0.15% of the air flow rate in the external circuit. The air temperature behind the wheel turbines is 120.4 ° C. The sampling air temperature can be estimated at 358 K, and the figures are based on the assumption that the sampling air is heated in the heat exchanger at 62 ° C to 420 K. When using sampling from the second circuit of the engine, a large air flow rate can be obtained. For example, if we take the power of a wheel braking turbine of 500 kW, the height of the blade is 50 mm, the full air supply to the turbine impeller and the turbine efficiency is 0.88, then the air consumption per wheel will be 9.53 kg / s. At the same time, the flow rate from one engine is 28.58 kg / s, which is 1.26% of the air flow in the second circuit of the engine. The average brake power of the IL-96-300 aircraft (S.S. Kokonin and others) is 1471 kW, so the power of the brake turbine will be 34% of the brake power. This will prevent overheating of the friction brakes.

To use a subsonic turbine stage, high-pressure air from the engine’s bleeds or from a wind turbine is sent to an ejector, which reduces the air pressure in front of the turbine, but increases its flow rate. The calculations were performed for a sound ejector in a critical mode (G.N. Abramovich. Applied gas dynamics. M: Nauka, 1969. - 824 p.).

Example 3. The use of air from an onboard wind turbine.

When using a TA-12 wind turbine as an air source (air flow is 1.6 kg / s, pressure 4.9 kgf / cm ² , temperature 250 ° C, see Aircraft engine. Encyclopedia. M. 1999. - 300 s.) Total air flow after the ejector is 2.97 kg / s, the power of the wheel turbine is 7.2 kW, and the total power of the chassis wheels is 86.3 kW. The air temperature behind the air turbine is 118.3 ° C. It is also accepted that the air behind the TA-12 is immediately sent to the ejector without changing its temperature. The equivalent power of the TA-12 is 287 kW and corresponds to the expansion of the installation air in the turbine with an efficiency of 0.92. Such a noticeable difference between the calculated power of the drive turbines and the equivalent power is explained by the low efficiency of the air turbines of the wheels, adopted 0.45, which is associated with the partial supply of air to the turbine wheel.

Example 4. The selection of air due to retaining stages of the compressor.

The sampling air pressure is approximately 2.5 kgf / cm ² , and the temperature is approximately 403 K. In this case, when the wheel turbine has a power of 30 kW and the sampling air is heated to 460 K, the air flow taken from the engine is 2.32 kg / s, which increases standard sampling about 21%. The air temperature behind the wheel turbine is 118 ° C. If the sampling air is not heated before the ejector, then the sampling flow rate will increase to 2.62 kg / s, and the temperature behind the turbine will be 80 ° С.

Example 5. The selection of air from the high pressure compressor (HPC).

The degree of pressure increase in the PS-90A engine is 35, and the degree of increase in pressure in the selection behind the VII stage of the HPC can be estimated at 27.77. When cooling the sampling air to 600 K, the flow rate of air drawn from the engine with a wheel turbine power of 30 kW is 1.26 kg / s. This is about 10% of the air flow for cooling nozzle and rotor blades (approximately 12.39 kg / s), selected after the VII stage. The air temperature behind the drive turbine is equal to 120.7 ° C.

A device for braking and maneuvering an aircraft is known (Stephen Sullivan, RF Patent No. 2403180), according to which a disk electric motor / generator is located in the wheel drum, the disks of which at the same time are friction brake disks.

The disadvantage of this device is the weighting of the chassis due to electric motors and the aircraft itself due to special on-board batteries of high power in case of accumulation of regenerated braking energy. The creation of a small volume of brake discs of effective moments of electromagnetic forces sufficient to move the aircraft during maneuvering, technically difficult and significantly complicates the manufacture, operation and repair of the wheel drive device.

A device is known for landing gear wheels of an airplane (Rod F. Soderberg, UK Patenet No. 2436042 B), in which inside the drum of the wheel special windings or coils or electrically magnetized materials are fixed or molded into parts of the stator and rotor of the wheel, excluding brake discs that cause the appearance of rotational forces acting on the wheel.

The disadvantage of this device is the weighting of the landing gear due to the windings of electric motors located inside the wheel drum and the difficult temperature conditions in which these windings have to work during intensive braking, especially in the mode of rejection of take-off just before the airplane leaves the runway. In accordance with the data (S.S. Kokonin et al.) When performing successive landings, especially during short flights, the temperature of the brake without cooling can reach 600 ° C, which will require high-temperature electrical insulation materials for the windings and the organization of their additional cooling. In addition, these insulating materials must work reliably under conditions of significant shock and vibration loads. All this in the case of braking devices of high power leads to great design, material science and operational problems.

A device of a vehicle wheel is known (Parfenov V.N., Maksimov V.A., Yamkovenko D.P., Klinkov V.P., Nikolaev V.A. Patent of the Russian Federation No. 2222473), in which, in order to improve cooling, a multi-disc brake is placed in a cooling chamber in communication with the atmosphere, in addition to which an annular receiver is formed, the entrance to which is connected to the air blower, and the outlet through the supply openings is communicated with the cooling chamber and the cavity between the brake cylinder block and the annular partition.

The disadvantage of the proposed device is the cooling of the package of the brake discs by blowing cooling air only the cylindrical and tail parts of the disc packs and not using the slots between the movable and stationary discs in the unbraked state of the brake due to their smallness. This reduces the cooling rate of the friction brake.

A brake device of a vehicle wheel is known (Claude Ankur, Yvon Ankur, RF Patent No. 2126503), in which for cooling the rotor disks they are made with internal channels for the passage of air entering through the internal hole in the disks along the axis of the wheel. To improve air intake, the axial slotted channel enters a casing fixed on the fixed part of the wheel, the open part of which is aimed at meeting the incoming air flow when the vehicle is moving. It has also been suggested that this device be used to spin the wheels of an airplane before landing on the assumption that the rotor disks will act as centrifugal air turbines.

The disadvantage of this device is the lack of sufficient space between the periphery of the rotor discs and the rim of the wheels, which would provide free air exit from the impellers, and hence its flow rate and turbine power. In addition, when the wheels are in a brake condition, there are gaps between the stator disks and the rotor disks, through which air will pass in addition to the channels in the rotor disks. This will significantly reduce the possibility of spinning the heavy wheel of the aircraft due to the work of rotor disks as centrifugal air turbines. The disadvantage of such a brake device for cooling discs is the inefficiency of cooling in the absence of a sufficient vehicle speed.

The problem to which the invention is directed, is to create a powerful wheel drive of the landing gear of the aircraft, allowing the wheels to spin before landing, partial braking of the wheels after landing, the implementation of airfield maneuvering and braking, including reversing and turning with small radii. An additional objective is to enable autonomous ground-based maneuvering of the aircraft before launching its main engines. The present invention is also aimed at solving the problem of reducing the wear of pneumatics, eliminating the "rubber roll" on the runways of aerodromes and providing intensive cooling of energy-intensive brakes to reduce their cooling time.

The technical result achieved in the claimed invention is the ability to drive the wheels of the chassis with a change in the direction of rotation with a power sufficient not only for pre-landing spinning of the wheels, but also for regular braking and emergency braking and airfield maneuvering, including small radius turns, including when not operating main engines. The technical result is also an increase in the service life of friction brakes and pneumatics, an increase in the reliability of operation of rubber pneumatics, a decrease in their wear and the elimination of "rubber roll" on the runways of airfields. As a result of the forced cooling of the brakes, the restrictions on the intensive flight of short-haul flights connected with the need to cool the brakes to an acceptable temperature are removed.

The technical result of the invention is obtained due to the fact that in parallel with the suspension strut of the chassis there is fixed a telescopic sliding air supply pipe to the wheels of the chassis, the fixed part of which is attached with a bracket to the shock absorber, and its extendable pipe, sealed by air relative to the fixed part, is attached with a bracket to the rod shock absorber, the telescopic pipe is connected on one side to a source of compressed air on board the aircraft, and on the other hand, to a distribution air ollektoru landing gear wheels. To the distributing air manifold with two branch pipes on each wheel on which control valves are installed, non-communicating wheel annular distributing manifolds are connected, each of which is connected to its radial or axial air turbine of the wheel drive by sector ducts, while the turbines have opposite directions of rotation .

An annular heat shield is installed between the wheel stator and the first brake disk-stator, with nozzles equally spaced across the width of the air supply sector and installed in the stator and the heat shield, the cavity between the heat shield and the first stator disk is connected by sector air ducts to the air manifold of the brake cooling system. At the same time, wheel annular distributing collectors, an air collector of the cooling system, sector air ducts and brake cylinders are made in the form of a monolithic block mounted on the stator of each wheel.

In the disk part of the rim, the wheels opposite the last stator disk are evenly spaced around the circumference of the hole.

The sector ducts of the axial turbine wheel annular distributing manifold are connected to their set of spring-loaded air supply sectors uniformly spaced around the circumference, constantly pressed against the first brake disc-stator. The spring-loaded sectors fit tightly into the corresponding sector air ducts with the possibility of their movement parallel to the axis of the wheel together with the stator disk. Opposite the air supply sectors in the adjacent brake disks and stator disks, with the exception of the latter, sectors of the through channels are made so that the stator disks are nozzle devices of an axial turbine with partial air supply to the impellers.

In the last brake disk-stator, through channels are made so that the last disk-stator is an output straightening device with blades of partial air exhaust from the last impeller of the axial turbine. Moreover, the angular width of the blade sectors of the stator disks is made to increase from disk to disk in the direction of air movement. In the rotor discs of the wheel brake, the through channels are evenly spaced around the circumference so that the rotor discs are the impellers of an axial turbine with blades located opposite the respective nozzle blades of the disc-stators.

Evenly located around the circumference of the hole in the disk part of the rim of the wheel is located opposite the scapular channels of the last disk-stator.

In another embodiment of the device, the sector ducts of the wheel annular distributing manifold of the radial turbine are connected to their set of sectors of radial nozzle units evenly spaced around the circumference of their diameter, opposite which there is a single-stage or multi-stage impeller of a radial air turbine with a radial clearance on the inner rim of the wheel. The nozzle devices of a radial air turbine, and in the case of using a multistage radial air turbine with speed steps, and the fixed wheels of the guide vanes, are mounted on a monolithic block mounted on the stator of each wheel.

In the abutting end of the brake housing adjacent to the last stator disk, there are radial end grooves forming a system of radial cooling channels communicating with the spline grooves of the brake body with the surface of the stator disk. Cylindrical rings are installed between the rotor disks so that the outer cylindrical part of the rotor disks enters the rings with a small gap. On the outer cylindrical surface of the rings, spring sectors are installed, which are located in the spline grooves of the drum part of the wheel rim and abut against the shanks of the rotor discs, and at the side ends of the rings there are systems of equal cutouts evenly spaced around the circumference.

Between the stator disks, cylindrical rings are installed so that they enter the inner cylindrical part of the stator disks with a small gap, spring sectors are installed on the inner cylindrical surface of the rings, which are located in the spline grooves of the brake housing and abut against the shafts of the stator disks, and on the side ends rings there are systems of regular cutouts evenly spaced around the circumference.

The advantage of the present invention is a significant increase in the braking power of the chassis wheels during standard and emergency braking, reducing the risk of overheating of the brakes, reliable autonomous movement of the aircraft along the airfield, including reversing and making small-radius turns, including when the main engines of the aircraft are idle. The advantage is also the reliable promotion of all the wheels of the chassis to the peripheral speed of the rim of the pneumatics, which deviates minimally from the landing speed of the aircraft.

The proposed device is illustrated by drawings, where in Fig.7 and Fig.8 shows a General view of the chassis with air supply to the axial turbines of the wheel drive, and Fig.8 shows a view along arrow "A" of Fig.7. Fig. 9 shows the same view as in Fig. 8, but for a variant of the radial wheel drive turbines. Figure 10 shows a variant of the device with the air supply to the axial turbines of the wheel with a view of the wheel stator. Fig. 11 shows a device of an axial wheel turbine in a position for blowing disks with cooling air, Fig. 12 shows a diagram of an embodiment of a device with a radial single-stage turbine with a view of the wheel stator, and Fig. 13 shows a variant of a diagram of Fig. 12 with two-stage radial turbines with two steps of speed. On Fig presents a device with axial and radial turbines of the wheel.

On Fig presents the device of the axial turbine in the process of turbine wheel drive in the absence of frictional braking, and Fig.16 shows the device of the axial turbine in the process of friction and turbine braking.

Figure 7 shows a diagram of the landing gear of the aircraft with air supply to the wheel turbines. Parallel to the suspension strut of the chassis with the shock absorber 63 and the shock absorber rod 64, a telescoping telescopic pipe 65 for supplying air to the wheels of the chassis 12, which is connected to a compressed air source (not shown in Fig. 7), is installed. The stationary part of the telescopic pipe 65 relative to the shock absorber 63 is attached to the shock absorber 63 by a bracket 66, and the telescopic pipe retractable nozzle 65, sealed by air relative to its fixed part, is attached to the shock absorber rod 64 by the bracket 67. On the rod 64 of the shock absorber, the carriage arm 69 is fixed to the cart, on which the axles 70 of the wheels and wheels 12 are located. Between the mounting bracket 68 and the beam 69 are mounted dampers 71 of the beam 69.

The lower part of the telescopic pipe extension pipe 65 is connected to the air manifold 7 of the chassis via a pipe 72 (Fig. 8 and 9). On the stator 73 of the wheel 12, air collectors 74 are installed that do not protrude beyond the rim 75 of the wheel 12, which are connected to the air manifold 7 of the chassis with nozzles 8, with control valves 9. The pipe 76 with a control valve 79, the air manifold 7 of the chassis is connected to the nozzle of the ejector 77, the input of which through the ejected medium, the pipe 78 is connected to the air manifold (not shown in Fig. 7) of the brake cooling system.

On Fig is given a view along arrow "A" of Fig. 7 for a variant of the axial turbines of the chassis wheels.

Figure 9 is a view along arrow "A" of Figure 7 for a variant of the radial turbines of the wheels of the chassis, where the nozzle 72 and the impellers 80 and 81 of the radial turbines of the wheel 12 of opposite directions of rotation mounted on the rim 75 of the wheel 12 are shown.

Figure 10 shows a diagram of the air supply to the axial turbines of the wheel. The air supply nozzles 8 are included in the respective air collectors 74. The collectors 74 with sector air ducts 82 are connected to the air supply sectors 83 in the nozzle apparatuses of the axial turbines. The air supply sectors 83 fit tightly into the corresponding sector air ducts 82 with the possibility of their movement parallel to the axis of the wheel when recessed into the air ducts 82 and extended from them. Sector ducts 82 with sectors 83 of air supply to the nozzle apparatus of the turbines are placed between the brake cylinders 84 evenly around the circumference.

The movable sectors 83 of the air supply to the nozzle apparatus are pressed by springs (not shown) to the brake disk-stator 85 of the wheel brake. In the stator disk 85 adjacent to the sectors 83 and subsequent stator disks 85, the brakes are made of sectors of scapular channels evenly spaced around the circumference, so that in the meridional section the stator disk is a nozzle apparatus with a two-tier blade 86 for partial supply of air to the working the wheel.

Brake discs-rotors 87 with their shanks 88 are inserted into spline grooves 89 in the drum part of the wheel rim 75. Between the rotor discs 87, cylindrical rings 90 are mounted so that the outer cylindrical part of the rotor discs 87 is inside the ring 90 with a small gap. On the outer cylindrical surface of the rings 90, spring sectors 91 are installed, which are located in the spline grooves 89 and abutting against the shanks 88 of the rotor disc 87. On the lateral ends of the rings 90 there are systems of evenly-spaced notches (View A).

In the rotor discs 87 of the wheel brake, opposite the nozzle blades 86 of the disc-stator 85, the blade channels are arranged around the entire circumference so that in the meridional section the disc-rotor is a turbine wheel with a two-tier blade 92, and the tiers of the blade allow the disk to rotate in different directions . The angular width of the blade sectors of the stator disks 85 is made to increase in the direction of air movement, providing an increase in the flow area of the flow part of the axial turbine, the impellers of which are rotor disks 87, and the stator disks are nozzle diaphragms 85.

An annular heat shield 93 is installed between the wheel stator 73 and the first brake disk-stator 85. Pipes 94 are uniformly spaced across the width of the air supply sector and installed in the stator 73 and the heat shield 93, the cavity between the heat shield 93 and the first disk-stator 85 is connected by sector air ducts 95 with air manifold 96 of the brake cooling system. Air manifolds 74 and 96, sector air ducts 82 with sectors 83 installed therein, sector air ducts 95 and brake cylinders 84 are made in the form of a monolithic block mounted on the stator 73 of each wheel.

Figure 11 presents the cross-section of the wheel on the brake package of disks, explaining the proposed device. The brake discs-stators 85 with their shanks 97 are inserted into the spline grooves 98 in the brake housing 99. Between the stator disks 85, rings 100 are installed so that they enter the inner cylindrical part of the stator disks 85 with a small gap. On the inner cylindrical surface of the rings 100, spring sectors 101 are installed, which are located in the spline grooves 98 and abutting against the shanks 97 of the stator disks 85.

On the lateral ends of the rings 100, there are systems of evenly-spaced notches 102. In the disk portion 103 of the wheel rim opposite the blade segments of the last disk-stator 85 are evenly spaced around the circumference of the hole 104. In the thrust end of the brake housing 99, to which the last disk-stator 85 is adjacent , there is a system of radial end grooves 105, forming with the surface of the stator disk 85 a system of radial cooling channels by which the cavity behind the brake disc package communicates with the spline grooves 98. At the same time, the strips s for the package brake discs communicates with the cavity of splined grooves 89, which accommodate the shanks 88 of the rotor disc 87.

On Fig shows a diagram of the air supply to the radial turbines of the wheel. The air supply nozzles 8 are included in the respective air manifolds 74, which are connected by sector air ducts 82 to the sectors of the nozzle arrays 86 of the radial turbines.

The rotor blades 92 of radial air turbines located between the disks 106 and 107, 107 and 108 are made in the form of a single impeller with two streams, which is mounted on the rim 75 of the chassis wheel. In this case, the impeller blades located between the disks 106 and 107 provide one direction of rotation, and the blades between the disks 107 and 108 provide rotation in the opposite direction. An annular heat shield 93 is installed between the stator 73 and the first brake disk-stator 85. Pipes 94 are uniformly spaced across the width of the air supply sector and installed in the stator 73 and the heat shield 93, the cavity between the heat shield 93 and the first disk-stator 85 is connected by sector air ducts 95 with air manifold 96 brake cooling system. The sector air ducts 82 and 95 of the air supply are uniformly located around the circumference and are located between the brake cylinders 84. The air manifolds 74 and 96, the sector ducts 82 with nozzle vanes 86, the sector ducts 95 and the brake cylinders 84 are made as a monolithic block mounted on the stator 73 of each wheels.

On Fig presents a diagram of the air supply to the radial turbines of the wheel with speed steps. Here, the working blades 92 of radial turbines with two speed levels are mounted on a disk 108 mounted on a wheel rim 75. Guide vanes 110 of speed steps are mounted on a non-rotating disc 109. An annular heat shield 93 is installed between the first brake disk-stator 85 and the stator 73. Pipes 94 are evenly spaced across the width of the air supply sector and are installed in the stator 73 and the heat shield 93, the cavity between the heat shield 93 and the first disk-stator 85 is connected by sector air ducts 95 with air manifold 96 brake cooling system. Sector air ducts 82 and 95 of the air supply are uniformly arranged around the circumference and are located between the brake cylinders 84. Air manifolds 74 and 96, sector air ducts 82 with nozzle blades 86, sector air ducts 95, and brake cylinders 84 are made in the form of a monolithic block mounted on the stator 73 each wheel. A non-rotating disc 109 with guide vanes 110 is mounted on this monolithic block.

On Fig presents a diagram of the air supply to the radial single-stage turbine of the wheel and the axial turbine of the wheel, which have opposite directions of rotation. The upper air collector 74 is connected to the nozzle devices 86 of the radial single-stage turbine by its sector air ducts 82, and the lower air collector 74 is connected to the nozzle devices of the axial turbine by its sector air ducts 82 and sectors 83. Nozzle apparatus 86 is installed with a gap in front of the impeller of the radial tube with blades 92. The blades 92 are installed between the disks 106 and 108, and the disc 108 is mounted on the rim 75 of the chassis wheel. In contrast to FIG. 12, here the nozzle and rotor blades are not divided by the intermediate wall into two flows and the impeller of the radial turbine has only one direction of rotation.

Sectors 83 are adjacent to the first disk of the wheel brake stator 85, in which, as in all others, sectors of the blade channels of the nozzle apparatus of the axial wheel turbine are uniformly spaced around the circumference. In contrast to FIG. 10, nozzle and rotor blades are conventional and not two-tier, and the axial turbine has only one direction of rotation opposite to the direction of rotation of the radial turbine.

During the movement of the aircraft, the proposed device operates in the following modes:

1. Spin the wheels of the aircraft before landing, while starting a turbine to rotate the wheels in the direction of travel.

2. Turbine braking mode together with frictional braking.

3. Turbine braking mode without friction brake, wheel drive mode when moving forward or backward.

4. Brake cooling mode in the absence of a wheel drive and frictional braking.

The described device with an axial turbine, the impellers of which are rotor disks, and the stator disks are nozzle diaphragms, works as follows.

In modes 1 and 3, high-pressure air from an onboard (or ground) source is supplied to the telescopic pipeline 65 of the chassis. During operation of the shock absorber 63 of the landing gear, when the shock absorber rod 64 moves during the movement of the aircraft, the telescopic pipe 65 retractable nozzle 65 also moves with it. From the telescopic pipeline 65, air flows through the nozzle 72 into the air manifold 7 of the landing gear. According to the control signal, the valve 9 of the corresponding direction of rotation of the wheel opens and air from the air manifold 7 through the pipe 8 enters the air manifold 74. When the device shown in Figs. 10 and 14 is operated, a control signal is also sent to the brake cylinders 84, as a result of which they compress the package of brake disks 85 and 87 so that between the stator disks 85 and the rotor disks 87 the minimum clearances are set, as shown in FIGS. 10, 14 and 15. The spring-loaded movable sectors 83 supply air to the nozzle unit wheel brakes are pressed to the brake disk-stator 85 so that air leakage between them practically does not occur. In this case, the outer cylindrical part of the rotor discs 87 enters into the rings 90 with a small gap so that a system of circumferentially cut outs is located above the cylindrical part of the rotor discs 87. The rings 100 enter the inner cylindrical part of the rotor discs 85 with a small gap so that the system of circumferential cutouts 102 is located inside the cylindrical part of the disc-stators 85. This blocks the free movement of high pressure air between the brake discs.

From the air manifold 74, air flows through the sector ducts 82 through sectors 83 to the nozzle sectors of the first brake disc-stator 85 and then to the working blades of the disc-rotor 87. Further, the process of air movement occurs as in a conventional turbine. After exiting the last in the direction of air movement of the disk-rotor 87, the air passes the output guide apparatus in the last disk-stator 85 and enters the space between the package of brake disks and the disk part 103 of the wheel rim. The pressure in this cavity is slightly higher than atmospheric, which ensures the movement of air cooled during expansion in the turbine through the spline grooves 89 in the drum part of the wheel rim 75 and through the radial channels 105 and spline grooves 98 in the brake housing 99. This leads to cooling of the tail parts of the brake discs. The air heated in the process of movement along the spline grooves 98 does not contact the wheel stator 73, since it flows onto the annular heat shield 93, passes along it radially to the disk rim and enters the atmosphere.

For the device depicted in Fig. 14, during frictional braking or reversing, air is supplied to the axial brake (reverse) turbine. For the case of an axial turbine with two-tier blades, air is supplied to the outer tier of the axial turbine. In this case, when moving forward or spinning the wheels before landing, air is supplied to the inner tier of the blades of the axial turbine, and for the device in Fig. 14, air is then supplied to the radial turbine.

In turbine braking mode 2, together with frictional braking, a control signal is supplied to valve 9 and air from the air manifold 7 through the pipe 8 enters the air manifold 74 of the upper tier of the blades. At the same time, a control signal is also supplied to the brake cylinders 84, as a result of which they compress the package of brake disks 85 and 87, creating a braking moment due to friction, as shown in Fig. 16. In this case, the outer cylindrical part of the rotor disks 87 is completely inside the rings 90, and the rings 100 are included in the inner cylindrical part of the stator disks 85. In this case, the spring sectors 91 and 101 are compressed as much as possible. The air entering the upper tier of the blades creates a braking torque of the wheel, which is combined with the frictional moment. The air cooled during expansion in the turbine passes through the spline grooves 89 in the drum part of the wheel rim 75 and through the radial channels 105 and spline grooves 98 in the brake housing 99, cooling the tail parts of the brake discs.

Brake cooling mode 4 in the absence of a wheel drive and frictional braking is carried out during the operation of the ejector, which pumps cooling air through the disk brake. When a control signal is supplied to control valve 79, it opens and compressed air from the chassis air manifold 7 is supplied to the nozzle 76 and through it to the ejector nozzle 77. The position of the brake disks is shown in Fig. 11 and corresponds to the maximum axial clearances between the stator disks 85 and rotor disks 87. The ejector 77 creates a vacuum, as a result of which air from the brake cavity between the first stator disk 85 and the heat shield 93 through the branch pipe 94 through sector ducts 95 enters the air manifold 96 of the system we are cooling the brakes. From the air manifold 96 through the pipe 78, air enters the inlet to the ejector 77 and is emitted from it into the atmosphere. As a result, the brake discs are purged with atmospheric air, which in flight conditions can have a very low temperature. With the main engines idle, the aircraft brakes can be cooled in the parking lot due to the operation of wind turbines.

Example 6. Parameters of an axial wheel turbine.

For the brake of an IL-96T / M aircraft, you can take: the outer diameter of the brake discs is 464 mm, the inner diameter is 305 mm (S.S. Kokonin and others), the height of the upper tier blade is 10 mm, the height of the lower tier blade is 10 mm , the thickness of the ring between the blades is 5 mm. The power of the friction forces between the stator disk and the rotor disk can be represented as:

$$N_f={\displaystyle \underset{r_{{}_{\mathrm{one}}}}{\overset{r_{{}_2}}{\int }}{F}_{f}U\left(r\right)dr={\displaystyle \underset{r_{{}_{\mathrm{one}}}}{\overset{r_{{}_2}}{\int }}{F}_f\omega \cdot rdr=F_f\omega {\displaystyle \underset{r_{{}_{\mathrm{one}}}}{\overset{r_{{}_2}}{\int }}rdr=F_f\omega \frac{\left({\mathrm{<figure-callout\; id="2"\; label="r"\; filenames="00000006.png,00000007.png"\; state="\{\{state\}\}">r</figure-callout>}}_2^2-r_{\mathrm{one}}^2\right)}{2}}}}$$

where F _f is the friction force between the disks, U (r) is the peripheral speed of the rotor disk at a radius r, and r ₁ and r _{2 are the} inner and outer radii of the disks. The friction power loss caused by the absence of friction on the ring occupied by the turbine blades is also calculated. The relative decrease in friction brake power can be estimated at 35%. Let us assume that the degree of pressure reduction in the wheel turbine is 7. To obtain an acceptable temperature behind the turbine equal to 120 ° C, the air temperature in front of the wheel turbine at the turbine efficiency of 0.6 should be 528.3 K (~ 255 ° C). When preparing air for the chassis turbines according to the scheme of Fig. 2 using a turbocompressor, the air inlet of which is supplied from the fan circuit, this means that air must be cooled in front of the turbine turbine by 175 ° С. At the same time, the available heat drop in the turbine is 137.3 kJ / kg.

For the indicated sizes and parameters, the power of the turbine of the upper circuit at moderate axial flow velocities behind the turbine (300 m / s) can be estimated at approximately 550 kW, which is 37% of the frictional power of the brake, i.e. the total brake power does not actually change. If in the brake discs a single-tier blade is made 25 mm high, then it will already be possible to obtain a turbine power of about 1,400 kW, and the total braking power (taking into account the drop in frictional power) will be approximately 2356 kW. This is 60% more than the original power. The air flow rate on the turbine will be about 10.05 kg / s. At the same time, the consumption of 17.0 kg / s is taken from the second engine circuit for three chassis wheels, and taking into account the selection for air cooling in front of the turbocharger turbine, 30.58 kg / s. which is approximately 1.35% of the flow in the fan circuit. 13.58 kg / s is selected from the high-pressure selection to the turbocharger turbine, which increases the consumption of this selection by ~ 30%.

Calculations show that in an axial multistage turbine one can get more power than in a radial single-stage turbine, or a radial turbine with speed steps.

Claims (16)

1. The method of driving the wheels of the landing gear of an aircraft, characterized in that each landing gear wheel is rotated using one of the air turbines coaxial with the wheel of the opposite direction of rotation, one of which is supplied with air, the pressure of which exceeds atmospheric pressure, from the main engines, or from auxiliary power installation of the aircraft, or from a mobile ground-based installation of compressed air, and the temperature in front of the turbine is maintained at such a level that the temperature of the air behind the turbine does not exceed the allowable strength of the material ialov drum wheel and pneumatics. 2. The method of driving the chassis wheels according to claim 1, characterized in that the air to the air turbine of each chassis wheel is supplied from an ejector that draws in atmospheric air, into the nozzle of which air with a pressure exceeding atmospheric pressure is supplied from the main engines, or from auxiliary power installation of the aircraft, or from a mobile ground-based installation of compressed air. 3. The method of driving the wheels of the chassis according to claim 1 or 2, characterized in that the air to the air turbines of the wheels of the chassis or to the nozzle of the ejector is supplied from one of the selections of the compressors of the main gas turbine engines of the aircraft. 4. The method of driving the landing gear wheels according to claim 1, characterized in that air is supplied to the air turbines of the landing gear wheels due to the fan of the aircraft’s main turbofan engines. 5. The method of driving the chassis wheels according to claim 1, characterized in that the air to the air turbines of the chassis wheels is supplied from a mixer into which compressed air is supplied from a compressor and a turbocompressor turbine, air is supplied to the turbocompressor compressor due to fans of the main turbofan engines, and the turbine of the turbocharger is supplied with air from one of the high-pressure taps of the compressors of the main turbofan engines of the aircraft. 6. The method of driving the chassis wheels according to claim 1, characterized in that the air to the air turbines of the chassis wheels is supplied from a mixer into which compressed air is supplied from a compressor and a turbocompressor turbine, air is supplied to a turbocompressor compressor from one of the low-pressure taps of the main gas turbine compressors engines, and the turbine of the turbocharger is supplied with air from one of the high-pressure taps of the compressors of the main gas turbine engines of the aircraft. 7. The method of driving the wheels of the chassis according to claim 1 or 2, characterized in that the air to the air turbines of the wheels of the chassis or to the nozzle of the ejector is supplied from the boost line of the piston engines of the aircraft. 8. The method of driving the landing gear wheels according to claim 1 or 2, characterized in that air is supplied to the air turbines of the landing gear wheels or to the ejector nozzle from an intermediate compression stage of the pressurization system of the piston engines of the aircraft. 9. The method of driving the wheels of the chassis according to claim 1 or 2, characterized in that when approaching, each wheel of the chassis is untwisted to a peripheral speed on the rim of the tire of the wheel equal to the speed of the aircraft, while controlling the speed of the angular rotation of the wheel is carried out using a control valve, supplying air to the air turbine of the corresponding direction of rotation according to the signal generated by the on-board computer of the aircraft when comparing the signals of the aircraft speed sensor and the sensor of the angular speed of rotation of the wheel entering the on-board pewter. 10. Aircraft landing gear with a wheel drive, consisting of an amortization strut, to the shock absorber rod of which a landing gear is attached with a mounting bracket, with dampers and axles mounted on it, with brake cylinder blocks and wheels, in the drums of which are placed brake casings with brake disc packages, characterized in that parallel to the suspension strut of the chassis on it is mounted a telescopic sliding air supply pipe to the wheels of the chassis, the fixed part of which is attached with a bracket to the shock absorber, and its extension the spring pipe, sealed by air relative to the fixed part, is fastened with a bracket to the shock absorber rod, the telescopic pipe is connected on one side to a source of compressed air on board the aircraft, and on the other hand, to a landing gear air distributor, to which there are two branch pipes for each wheel on which control valves are installed, wheel annular distributing manifolds not communicating via air are connected, each of which is connected to its own radial or an air turbine of the wheel drive, while the turbines have opposite directions of rotation, an annular heat shield is installed between the wheel stator and the first brake disc-stator with nozzles evenly spaced across the width of the air supply sector and installed in the stator and heat shield, the cavity between the heat shield and the first stator disk is connected by sector air ducts to the air manifold of the brake cooling system, moreover, wheel annular distributing manifolds, an air collector the torus of the cooling system, sector air ducts and brake cylinders are made in the form of a monolithic block mounted on the stator of each wheel, and in the disk part of the wheel rim opposite the last disk-stator are located uniformly around the circumference of the hole. 11. Aircraft chassis with a wheel drive according to claim 10, characterized in that the sector ducts of the axial turbine wheel annular distributing manifold are connected to their set of spring-loaded air supply sectors uniformly spaced around the circumference, constantly pressed against the first brake disc-stator, which are tightly included in respective sector air ducts with the possibility of their movement parallel to the axis of the wheel together with the stator disk, opposite to the air supply sectors in adjacent to them and subsequent brake stator disks with the exception of the latter, sectors of the through channels are made so that the stator disks are nozzle apparatuses of an axial turbine with partial air supply to the impellers; in the last brake stator disk, through channels are made so that the last stator disk is a rectifying output apparatus with blades of partial air exhaust from the last impeller of the axial turbine, while the angular width of the blade sectors of the stator disks is made to increase from disk to disk in the direction of movement eniya air-in disk brake rotors wheels are uniformly spaced circumferentially through channels so that the rotors-discs impellers are axial turbines with blades arranged opposite the respective nozzle vanes, stators discs. 12. Aircraft chassis with a wheel drive according to claim 11, characterized in that the holes evenly spaced around the circumference in the disk portion of the wheel rim are located opposite the blade channels of the last stator disk. 13. Aircraft chassis with a wheel drive according to claim 10, characterized in that the sector ducts of the wheel annular distributing radial turbine manifold are connected to their set of radial nozzle apparatus sectors evenly spaced around the circumference of their diameter, opposite which a working one is installed with a radial clearance on the inner wheel rim a single-stage or multi-stage wheel with speed steps of a radial air turbine, and nozzle devices of a radial air turbine, and in the case of using speed-controlled with speed steps of the radial air turbine, and fixed wheels of the guide vanes are mounted on a monolithic block mounted on the stator of each wheel. 14. Aircraft chassis with a wheel drive according to claim 10, characterized in that in the abutment end of the brake housing adjacent to the last stator disk there are radial end grooves forming a system of radial cooling channels communicating with the spline grooves of the housing with the surface of the stator disk the brakes. 15. Aircraft chassis with a wheel drive according to claim 10, characterized in that cylindrical rings are installed between the rotor disks so that the outer cylindrical part of the rotor disks enters the rings with a small clearance, spring sectors are installed on the outer cylindrical surface of the rings, located in spline grooves of the drum portion of the wheel rim and abutting against the shanks of the rotor disks, moreover, on the side ends of the rings there are systems of equal cutouts evenly spaced around the circumference. 16. The landing gear of the aircraft with the wheel drive of claim 10, characterized in that cylindrical rings are installed between the stator disks so that they enter the inner cylindrical part of the stator disks with a small clearance, spring sectors are installed on the inner cylindrical surface of the rings, which are located in spline the grooves of the brake housing and the shafts of the stators resting against the shanks, and on the lateral ends of the rings there are systems of equal cutouts evenly spaced around the circumference.

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