WO2005035358A2 - Geared wheel motor design - Google Patents
Geared wheel motor design Download PDFInfo
- Publication number
- WO2005035358A2 WO2005035358A2 PCT/US2004/033217 US2004033217W WO2005035358A2 WO 2005035358 A2 WO2005035358 A2 WO 2005035358A2 US 2004033217 W US2004033217 W US 2004033217W WO 2005035358 A2 WO2005035358 A2 WO 2005035358A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- planetary gear
- gear
- gears
- motor
- sun
- Prior art date
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Classifications
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- 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
- B64C25/405—Powered wheels, e.g. for taxing
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- 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
- B64C25/40—Alighting gear characterised by elements which contact the ground or similar surface the elements being rotated before touch-down
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
- F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
- F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
- F16H3/56—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears both central gears being sun gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/58—Gearings having only two central gears, connected by orbital gears with sets of orbital gears, each consisting of two or more intermeshing orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
- F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/80—Energy efficient operational measures, e.g. ground operations or mission management
Definitions
- the present invention relates generally to gearing systems for motors, particularly to planetary gearing systems for electric motors .
- the present invention relates to aircraft landing gears, and more specifically to self- powered ground wheels of aircraft.
- the present invention also relates to systems for pre-rotating the landing gear wheel prior to landing.
- U.S. Patent No. 3,711,043 to Cameron-Johnson discloses an aircraft drive wheel having a fluid-pressure-operated motor housed within the wheel and two planetary gear stages housed in a gear box outboard of the motor, the final drive being transmitted from a ring gear of the second gear stage, which is inboard of the first stage, to the wheel through an output drive quill coupled, through a disc-type clutch if desired, to a flanged final drive member bolted to the wheel .
- U.S. Patent No. 3,977,631 to Jenny discloses a wheel drive motor selectively coupled to an aircraft wheel through a rotatably mounted aircraft brake assembly in order to drive the wheels of an aircraft.
- the normally nonrotating stator portion of a conventional aircraft brake assembly is rotatably mounted about the wheel axle and is rotatably driven through a planetary gear system by the wheel drive motor.
- U.S. Patent No. 5,104,063 to Hartley reviews the prior art on pre-rotation oJE landing wheels and discloses a device to induce rotation of aircraft landing wheels, using only the force of oncoming air to bring them up to synchronous ground (landing) speed during approach to landing.
- the wheel has an impeller attached to it, and the wheel is rotated by air from a duct having a forward air intake and an air outlet.
- the present invention is a planetary gear system with two available gear ratios .
- the gear system includes two coaxial sun gears , and a compound planetary gear pair, consisting of two planetary gears with differing diameters. The two planetary gears each mesh with a different one of the two sun gears . Change between gear ratios is achieved by locking or unlocking a sun gear.
- the locking mechanism may be a ratchet which provides for automatic gear reduction in the event of an 'overhauling' load, that is, when the load applies a strong torque through the gear system in the reverse direction.
- the present invention is a co-axial wheel drive motor using a lockable planetary gear system to provide the necessary torque with reasonable system mass.
- a compound planetary gear system is used to provide a gear ratio necessary to drive the load, while at the same time a ratchet mechanism automatically de-couples the high gear ratio from the load if the load overhauls.
- the present invention is a compound planetary gear system having one or more pairs of planetary gears of differing diameters each pair having a common axis and fixedly connected together and rotatable only as a single unit.
- the planetary gears are fixed to a planetary gear carrier.
- the system also includes a pair of coaxial sun gears consisting of a lockable sun gear (LSG) and a moveable sun gear (MSG) . These also differing diameters, independently rotatable axes, and are coaxial with the planetary gear carrier.
- LSG lockable sun gear
- MSG moveable sun gear
- the sum of the radii of the smaller planetary gear and the larger sun gear is equal to the sum of the radii of the larger planetary gear and the smaller sun gear.
- the two sun gears are interlocked by a magnetic interlock, which causes the sun gears to rotate in synchrony, provided that the differential torque between the sun gears is weaker than the magnetic interlock.
- the system also includes a locking mechanism which locks LSG to its axis. When LSG is locked to its axis the differential torque between LSG and MSG is greater than the magnetic interlock and MSG rotates at the rotation rate of the planetary gear carrier multiplied by a gear ratio.
- a further embodiment of the present invention includes the use of gear rings instead of sun gears .
- a further embodiment of the present invention includes having more than two sun gear and planetary gear components on each axis.
- the enhanced capabilities of a mesh-connected polyphase motor system are additionally harnessed to provide the high levels of torque required when moving from stationary or low speed, and for providing low levels of torque at higher speeds. This means that the same motor can be used for moving an aircraft around a hangar and for taxiing at an airport, and obviates the need for separate tractor units .
- the same motor can be used to pre-rotate the wheels prior to landing to reduce tire wear and for a softer landing, thereby reducing impact stress to undercarriage and other aircraft components.
- Figure 1 shows a diagrammatic representation of a front view and a side view of a gear system of the present invention
- Figure 2 shows a diagrammatic representation of a front view of a gear system of the present invention
- Figure 3 shows radii of various gears of one embodiment of the present invention
- Figure 4 shows a diagrammatic representation of a cross-section of a drive system of the present invention used in the hub of an aircraft nose wheel;
- Figure 5 shows a three dimensional view of one embodiment of the present invention used in an aircraft nose gear.
- Figures 6A-E illustrate a plurality of ways in which the polyphase inverter may be connected to a polyphase motor.
- Figures 7A-D illustrate how winding terminals of a motor connected to a polyphase inverter in a particular fashion may be driven by the inverter with various phase angles.
- Figure 8 shows a diagrammatic representation of a plan view of a gear system of the present invention employing ring gears in place of sun gears .
- Figures 9a-9c show diagrammatic representations of a gear system of the present invention employing multiple gears.
- FIGS 1 and 2 show diagrammatic representations of a gear system of the present invention useable in a variety of settings
- three compound planetary gears 21 all share identical features, and are disposed evenly around a sun gear axis 30.
- the planetary gears 21 are compound, and consist of two coaxial circular spur gears 21a, and 21b, of different pitch diameter (shown in expanded view in Figure 2) .
- the coaxial circular spur gears 21a, and 21b are fixedly connected together, or formed initially as a single unit, so that they are only able to rotate as a single unit.
- the number of compound planetary gears (3 shown here) will be application dependent, with respect to size and torque considerations. For the sake of clarity the gear teeth are not shown.
- the teeth may be any type of gear teeth known in the art, for example, spur or helical.
- the planetary gears 21, in operation, are rotated by the planetary carrier 40, around the central sun axis 30, yet they are also free to rotate, each around its own planetary gear axis 31.
- a motor 50 may be connected to the planetary gear carrier via conventional gearing or directly.
- a first sun gear, 11a is disposed on sun gear axis 30, and is connected to a load (not shown) .
- Sun gear 11a is disposed on the same plane as the circular spur gear 21a, and meshes with it.
- sun gear lib has a slightly smaller pitch diameter than that of sun gear 11a.
- Sun gear lib is disposed on the same plane as circular spur gear, 21b, which is disposed to mesh with sun gear lib.
- the first and second sun gears 11a and lib have permanent magnet or electromagnet 60 fixed between them, encouraging the two sun gears 11a and lib to rotate in synchrony. The number and position of such magnets will depend on the particular application.
- sun gear lib has locking system 62 allowing sun gear lib to be selectively locked to a stationary system part, preferably to its own axis. When the sun gear lib is selectively locked, the magnet represents a negligible force and does not substantially affect the movement of the other sun gear 11a.
- the second sun gear lib is attached to ratcheting or free wheel mechanism 62 of conventional construction, which allows sun gear lib to be driven by the motor input but not be affected retroactively by the speed of the load.
- planetary gear carrier 40 is driven in the direction of arrow
- Compound planetary gears 21 are fixed in position on planetary carrier 40, however they are free to rotate about their own axes 31.
- planetary carrier 40 is rotated by the 50 about sun gear axis 30, planetary gears 21 are forced to rotate around sun gear axis 30, in the direction of arrow 71.
- Planetary gears 21 are also forced to rotate about their own axes, 31, by rolling without slipping on sun gears 11.
- the direction in which the planetary gears will rotate about their own axes 31, given the specific pitch diameters above, will be in the direction of arrow 72. Because of the difference in gear ratio between the compound planetary gears and the sun gears, the two sun gears are forced to rotate at different speeds. There are two possible conditions, depending upon the locking state of the lockable sun gear.
- the gear system of the present invention has two operating states .
- lockable sun gear (LSG) lib is unlocked.
- Motor 50 turns compound planetary gear carrier 40, which rotates compound planetary gears 21 about sun axis 30 at motor speed.
- Compound planet gears 21 are meshed with sun gears 11.
- Magnetic linkage between the sun gears, provided by magnets 60, causes the sun gears to rotate at the same rate. This linkage also prevents the planetary gears from rotating about their axes 31. This means that the planetary gears are disposed in a fixed position on the sun gears.
- planet carrier 40, compound planet gears 21, and sun gears 11 all rotate at the same rate. Motor 50 thus drive the load with a 1:1 gear ratio.
- the 1:1 gear ratio is not necessarily exact, as load forces may cause the magnetic linkage between sun gears 11a and lib to slip. However, absent other forces, the gears will tend to rotate according to the path of least resistance, with all gears moving as a single unit.
- lockable sun gear lib is locked to a stationary shaft.
- LSG lib may be locked using a ratcheting system, which permits free rotation in one direction, or it may be locked with a suitable fixed mechanism.
- Motor 50 drives planet carrier 40.
- Planet carrier 40 drives planet gears 21 about sun axis 30.
- Planet gears 21b mesh with LSG lib. Because LSG lib is stationary, planet gears 21b are forced to rotate about axis 31 as they roll along LSG lib. The rotation of planet gears 21b will have the same sense as planet carrier 40.
- the number of rotations of planet gears lib per rotation of planet carrier 40 will be set by the ratio of pitch diameter between LSG lib and planet gears 21b.
- planet gear 21a will roll on moveable sun gear (MSG) 11a. Because the pitch diameters of planet gears 21a and MSG 11a are different from those of planet gears 21b and LSG lib, MSG 11a will be forced to move relative to LSG lib. Compound planet gears 21 will transmit torque between LSG lib and MSG 11a and planet carrier 40.
- the gear ratio between the planet carrier input and the MSG 11a output is dependent on the pitch diameter of the sun and planet gears, and may be determined by the following formula :
- PSa is the pitch diameter of moveable sun gear 11a
- PSb is the pitch diameter of lockable sun gear lib
- PPa is the pitch diameter of the planet gear circular spur component 21a
- PPb is the pitch diameter of the planet gear circular spur component 21b.
- the pitch diameter of the planetary gear components gears 21a and 21b and the distance of the planetary gear axis 31 from the sun gear axis 30 are calculated to enable proper meshing between each sun gear and its co-planar component circular spur gears of planetary gears 21.
- Sample comparative measurements are shown in Figure 3.
- an embodiment with specific gear pitch diameters and tooth counts is provided.
- the specific number of teeth should be seen as exemplary and not as limiting the scope of the invention.
- the actual number of teeth, number of compound planetary gears, etc. will be determined by the specific application.
- the sun gears 11a and lib will be considerably larger than planetary gears 21.
- moving sun gear 11a may have 61 teeth.
- Lockable sun gear lib has 60 teeth.
- Compound planetary gear 21 is composed of component 21a with 20 teeth, and component 21b with 21 teeth.
- Sun gears 11a and lib are selected to have slightly different tooth counts, and thus slightly different pitch diameters.
- Compound planetary gear components 21a and 21b are selected to properly mesh with sun gears 11a and lib.
- the locked sun gear lib has 60 teeth
- planet gear 21b has 20 teeth
- the compound planet gears have moved all the way around the sun gear once, and must have rotated 3 times, because of the gear ratio between lib and 21b.
- planet gear 21a For a moveable sun gear 11a having 61 teeth, then its diameter has increased by 1 tooth pitch divided by ⁇ , and thus planet gear 21a must have 19 teeth, since its diameter will need to decrease by 1 tooth pitch divided by ⁇ to keep the axis positions the same.
- the planet gears are compound gears, then both halves of the planet gears will turn at the same time.
- the planet gears will make 3 revolutions.
- the 19 teeth of 21a making 3 revolutions around the 61 teeth of 11a means that the second half of the planet gears will have rolled only 57/61 of the way around the second (moveable) sun gear. Since the planet gears have moved all the way around the fixed sun gear, and 57/61 of the way around the second sun gear, the two sun gears must move relative to each other. For each input revolution of the planet carrier, the second sun gear will move 4/61 of a revolution, for a gear ratio of approximately 15:1.
- This non-slipping, high gear ratio means that input speed is reduced at the output, and input torque is increased at the output. This permits motor 50 to drive the load with high torque although at low speed.
- the increased output torque is provided by the reaction torque on the locking mechanism of LSG lib
- FIG. 5 shows the gearing system of the invention arranged to drive the nose wheel of an aircraft.
- Electric motor 50 is supported on strut 34 of an aircraft nose wheel.
- the motor comprises a stator 502 and a rotor 504, and in the embodiment shown in Figure 4, the motor is an inside-out motor having the stator attached to the strut, and having the rotor attached to gear system 506.
- the gear system comprises a planetary gear carrier 40, compound planetary gears 21a and 21b, and sun gears 11a and lib.
- the motor drives the planetary gear carrier, and sun gear 11a rotates around the strut and drives the wheel.
- Sun gear 11a is referred to in the following as the Moveable Sun Gear (MSG) .
- MSG Moveable Sun Gear
- the motor and gears are located within a nose wheel of an aircraft.
- a locking mechanism 62 is provided for locking sun gear lib to the strut, thereby preventing sun gear lib from rotating during low speed, high torque operation.
- Sun gear lib is referred to in the following as the Lockable Sun Gear (LSG) .
- LSG Lockable Sun Gear
- the locking mechanism is disengaged and magnets 60 on the two sun gears cause the two sun gears to rotate together at substantially the same speed as the motor drive, thereby providing direct drive from the motor to the wheel .
- motor 50 is located behind planetary carrier 40 (shown in cutout section 83) . Whilst this is a preferred location for the motor, it is to be understood that the illustrated motor/planetary carrier position is not intended to limit the scope of the invention, and the motor may be alternatively situated elsewhere.
- the motor may be located within the fuselage of the aircraft, and drive may be provided to the planetary carrier via a gear train or belt system.
- Planetary carrier 40 is driven by the motor and rotates compound planetary gears 21, around sun gear axis 30. The number of planetary gears (3 shown here) will be application dependent, with respect to size and torque considerations.
- the compound planetary gears are shown in this embodiment to have a slanting toothed surface enabling proper meshing with the sun gears 11a and lib.
- the teeth may be any type of gear teeth known in the art, for example, spur or helical.
- Planetary gear component 21a rotate sun gear 11a; sun gear 11a directly drives the wheel.
- the sun gear axis 30 may be centered on axle 33 of the nose wheel.
- motor 50 itself may be an 'inside-out' radial flux induction motor 50.
- the stator may be on the inside of the motor, mounted to the same hollow shaft which usually supports the conventional (non-driven) wheels.
- stator will look much like a conventional wound rotor build using conventional lamination materials and copper conductors. Rectangular conductors and formed coils may be used, rather than random wound coils. This provides for better cooling of the copper conductors, greater stability to vibration and G forces, as well as better slot fill and more efficient use of the magnetic iron.
- the rotor may be mounted on end bells and bearings, again on the same hollow shaft. Planet gear carrier 40 may be directly coupled to the rotor.
- the outer diameter of the rotor is approximately 10-15 inches, and the total length of the motor 50 including end bells is between 7 and 9 inches .
- the gearing system occupies the space within a wheel hub half.
- the 'foot' of one half of the wheel hub (that portion of the wheel hub at the center which is supported by the bearing, which in profile appears as a foot) may be used as the mobile sun gear described above.
- the width of the foot may need to be increased.
- the stationary sun gear described above is roughly the same size as the hub foot, and is mounted on a bearing adjacent to the hub foot. The radial forces on the stationary sun gear are much lower than those on the hub, and space for this bearing is shared with the pawl mechanism.
- the motor is then adjacent to the stationary sun gear, and the planet gear carrier is mounted on the motor 50 such that the planet gears are held in proper radial contact with the sun gears.
- a pitch diameter of 8" for the rotating sun gear, 7.8" for the stationary sun gear, 3" for the rotating side planet gear and 3.2" for the stationary side planet gear an overall system diameter ⁇ 15" may be maintained, with a gear ratio of about 11.5:1.
- the ratchet mechanism locks LSG lib only when torque applied to LSG lib is in the proper direction for motor 50 to drive the load forward. In contrast, should the load attempt to drive motor 50, which might result in a dangerous overspeed condition, the torque applied to LSG lib will reverse, and the ratchet mechanism will release. In this case, the gear ratio will revert to the slipping 1:1 gear ratio. It is desirable to use the 1:1 gear ratio when the load is moving rapidly. In the case of aircraft wheels, the slipping 1:1 gear ratio might be used to 'prespin' wheels prior to landing. In addition, the non-slipping high gear ratio presents a danger.
- the 1:1 gear ratio is desirable to protect motor 50 from over-speed. It is desirable in this case for an automatic transition between the high gear ratio and the slipping 1:1 gear ratio.
- a further embodiment of the invention is a system for prerotating an aircraft's landing gear wheel prior to landing.
- the aircraft has at least one landing gear wheel attached to the aircraft by a support .
- the system has conventional sensors for measuring the true ground speed of the aircraft independently from the aircraft's airspeed. It also has the compound planetary gear system as described above and a motor which rotates the wheel at a selected speed while the aircraft is airborne. This is controlled by a system that measures the rotational speeds of the wheel, and is responsive to the true ground speed and to the speed of the wheel . This ensures that the rotational speed of the wheel correspond to the true ground speed of the aircraft .
- the said locking mechanism is not selected and the compound planetary gear system provides a slippy 1:1 ratio.
- Motor 50 may be any suitable motor, including an electric motor or an hydraulic motor.
- the motor is an electric motor, and in a preferred embodiment, it is a high-phase order mesh-connected motor of the kind described in WO0235689.
- Figure 6a shows a simple graphical schematic of the permissible inverter to motor windings connections for a polyphase motor having 9 phases, 9 evenly spaced terminals 4 and a center terminal 6 are shown.
- Each of the terminals 4 represent one end of a motor winding 1 and the center terminal 6 represents the other end of the motor winding.
- An inverter 5 has 9 terminals 2, which are connected to one of the terminals 4 of each of the motor windings 1 via electrical connectors 3 as shown.
- the number of phases, N is equal to 9, but it is to be understood that this limitation is made to better illustrate the invention; other values for N are also considered to be within the scope of the present invention.
- Permissible connections of the 9 phase windings are either from the center point, to each of the 9 points on the circle (this being the star connection shown as Figure 6a) or from each of the 9 points to another point S skipped points distant in the clockwise direction, where S represents the number of skipped points (inverter terminals) . This latter is shown in Figures 6b-e; in Figure 6b motor winding 1 is represented by a line, and in Figures 6c-e inverter 5 and electrical connectors 3 have been omitted for the sake of clarity.
- Noted on the " star connection diagram ( Figure 6a) are the relative phase angles of the inverter phases driving each terminal. For a given inverter output voltage, measured between an output terminal 2 and the neutral point, 6 each of these possible connections will place a different voltage on the connected windings. For the star connection, the voltage across the connected windings is exactly equal to the inverter output voltage.
- the voltage across a winding is given by the vector difference in voltage of the two inverter output terminals 2 to which the winding 1 is connected.
- this phase difference is large, then the voltage across the winding will be large, and when this phase difference is small, then the voltage across the winding will be small .
- the inverter output voltage stays exactly the same in all these cases, just that the voltage difference across a given winding will change with different connection spans.
- the equation for the voltage across a winding is given by:
- the different mesh connections cause the motor to present a different impedance to the inverter.
- the different mesh connections allow the motor to use the power supplied by the inverter in different ratios of voltage and current, some ratios being beneficial to maximize the torque output (at the expense of available speed) , and some ratios to maximize the speed output (at the expense of maximum available torque) .
- the same voltage would have to be placed across the windings, and the same current would flow through the windings.
- This change in connection is quite analogous to the change between star and delta connection for a three-phase machine, and may be accomplished with a mechanical switching arrangement, such as that disclosed in my patent application US2003/0075998.
- the inverter in addition to being an arbitrary voltage and current source, is also a source of arbitrary phase AC power, and this output phase is electronically adjustable.
- Any periodic waveform, including an alternating current may be described in terms of amplitude, frequency, and phase; phase is a measure of the displacement in time of a waveform.
- phase is measured as a relative phase displacement between the various outputs, and between any pair of inverter terminals, an electrical phase angle may be determined. In the case of conventional three phase systems, this electrical phase angle is fixed at 120 degrees. However in polyphase systems this phase angle is not fixed.
- the relative phase angle of the inverter outputs placed across any given winding would be 127 degrees, and the voltage placed across this winding relative to the inverter output voltage is 1.79 times the inverter output voltage. If the machine is then operated with a third harmonic waveform, it will operate as a six pole machine.
- the 'switching' between modes of operation in this mesh-connected motor/inverter combination are achieved by altering the harmonic content of the output from the inverter, effectively changing the volts/hertz relation of the motor, thereby producing a variable impedance motor.
- a reverse gear is optionally available between the MSG 11a output and the load.
- the effect of this gear, when in operation is to reverse the direction of the load rotation, relative to the direction of the planet carrier 40 rotation.
- changing the direction of motor 50 rotation, or of planet carrier rotation will only be effective in allowing the load to turn in reverse with a 1:1 gear ratio.
- a reverse gear (which may be simple or complex, as is well known in the art) , when used between the MSG and the load, will act to change the direction of load rotation, in a way that the ratchet system will allow operation with a high torque, low speed gear ratio.
- the sun gears are replaced by ring gears 41a and 41b, whilst planet gear components 21a and 21b are rotated by planet carrier 40 within ring gears 41a and 41b.
- the invention works in the same manner as described with relation to sun gears 11a and lib, and a ratchet and/or a locking mechanism may act on the ring gears from an external surface of the lockable ring gear 41b, or against a side of lockable ring gear 41b.
- the invention is not limited to two different gear ratios.
- the compound gear 21 may be composed of additional spur components, 21c, 2Id etc.
- additional lockable sun gears, 11c, lid etc. meshing with the additional planet gear spur components, as shown in Figure 9a.
- Figure 9b shows a plan view and a side view of the pile of sun gears 11a-lid.
- Each additional lockable sun gear would be separately lockable and have an attached magnet 60 to attach it directly or indirectly to moveable sun gear 11a so that when lockable sun gears lie, and/or lid are released, they can still only rotate more or less in lockstep with moveable sun gear 11a.
- moveable sun gear 11a has the greatest pitch diameter of the sun gears, whilst LSG lib has the next largest, etc.
- the sun gears are mounted in alphabetical order, beginning with MSG 11a, and then LSGs lib, lie and lid (if used) .
- a separate magnet 60 is placed between each sun gear and the adjoining sun gear, as shown in Figure 9c.
- ratchet mechanism it is further possible to replace the ratchet mechanism with a different ratchet mechanism acting between the moveable sun gear and the load.
- This ratchet may be identical to, or a variation of, the ratchet often used between the pedals and the back wheel of many bicycles, and will allow the motor to rotate the load whilst preventing the torque from the load from having an effect on motor.
- the stationary sun gear is held stationary throughout operation, no ratchet system is employed, and only the second operating state is used.
- the present invention may be applied in any application where a small compact and co-axial gearing system is required, specifically to provide direct drive at high speed, or a reduced speed drive having higher torque.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/574,761 US7469858B2 (en) | 2003-10-09 | 2004-10-06 | Geared wheel motor design |
GB0608965A GB2422643B (en) | 2003-10-09 | 2004-10-06 | A compound planetary gear system in a geared wheel motor |
US11/542,975 US20070158497A1 (en) | 2003-10-09 | 2006-10-04 | Geared wheel motor design |
Applications Claiming Priority (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US51042303P | 2003-10-09 | 2003-10-09 | |
US60/510,423 | 2003-10-09 | ||
US10/723,010 | 2003-11-26 | ||
US10/723,010 US6831430B2 (en) | 2000-10-23 | 2003-11-26 | High phase order motor with mesh connected windings |
US56263904P | 2004-04-14 | 2004-04-14 | |
US60/562,639 | 2004-04-14 | ||
US57057804P | 2004-05-12 | 2004-05-12 | |
US60/570,578 | 2004-05-12 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/542,975 Continuation-In-Part US20070158497A1 (en) | 2003-10-09 | 2006-10-04 | Geared wheel motor design |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2005035358A2 true WO2005035358A2 (en) | 2005-04-21 |
WO2005035358A3 WO2005035358A3 (en) | 2005-12-15 |
Family
ID=34437756
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2004/033217 WO2005035358A2 (en) | 2003-10-09 | 2004-10-06 | Geared wheel motor design |
Country Status (2)
Country | Link |
---|---|
GB (1) | GB2422643B (en) |
WO (1) | WO2005035358A2 (en) |
Cited By (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7275715B2 (en) | 2004-05-17 | 2007-10-02 | The Boeing Company | Operational ground support system |
US7445178B2 (en) | 2004-09-28 | 2008-11-04 | The Boeing Company | Powered nose aircraft wheel system |
US20080312870A1 (en) * | 2000-11-15 | 2008-12-18 | Isaiah Watas Cox | Aircraft weight estimation method |
US7469858B2 (en) | 2003-10-09 | 2008-12-30 | Borealis Technical Limited | Geared wheel motor design |
EP2020379A2 (en) * | 2007-07-24 | 2009-02-04 | Goodrich Actuation Systems Ltd. | Landing gear assembly |
GB2471213A (en) * | 2006-08-29 | 2010-12-22 | Borealis Tech Ltd | Method for controlling aircraft nosewheels |
US7891609B2 (en) | 2006-08-29 | 2011-02-22 | Borealis Technical Limited | Turnaround methods |
US7983804B2 (en) | 2006-08-30 | 2011-07-19 | Borealis Technical Limited | System for minimization of aircraft damage on collision |
US8220740B2 (en) | 2007-11-06 | 2012-07-17 | Borealis Technical Limited | Motor for driving aircraft, located adjacent to undercarriage wheel |
WO2014023939A1 (en) * | 2012-08-08 | 2014-02-13 | Airbus Operations Limited | Landing gear drive systems |
US8712603B2 (en) | 2004-08-17 | 2014-04-29 | Borealis Technical Limited | Aircraft drive |
US8849480B2 (en) | 2013-03-01 | 2014-09-30 | Honeywell International Inc. | Aircraft gross weight and center of gravity validator |
US9139294B2 (en) | 2005-03-01 | 2015-09-22 | Borealis Technical Limited | Motor controller |
CN105202130A (en) * | 2014-06-10 | 2015-12-30 | 波音公司 | Rotorcraft And Planetary Gear Systems |
US9908621B2 (en) | 2012-08-08 | 2018-03-06 | Airbus Operations Limited | Landing gear drive systems |
DE102010029823B4 (en) * | 2010-06-08 | 2019-10-31 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Drive assembly |
EP4339097A1 (en) | 2022-09-16 | 2024-03-20 | Safran Transmission Systems | Device for driving at least one wheel of an aircraft landing gear |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7980509B2 (en) | 2007-03-08 | 2011-07-19 | The Ashman Group, Llc | Aircraft taxiing systems |
US8109464B2 (en) | 2007-03-08 | 2012-02-07 | The Ashman Group, Llc | Aircraft taxiing and secondary propulsion system |
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US2631476A (en) * | 1949-07-28 | 1953-03-17 | Ravigneaux Pol | Epicyclic change-speed gear |
US3109324A (en) * | 1958-08-08 | 1963-11-05 | Zellweger Uster Ag | Speed control means |
US3850389A (en) * | 1973-05-04 | 1974-11-26 | D Dixon | Landing gear wheel device for aircraft |
US4659039A (en) * | 1985-07-29 | 1987-04-21 | Valdes Guillermo A | Landing gear drive system |
-
2004
- 2004-10-06 WO PCT/US2004/033217 patent/WO2005035358A2/en active Application Filing
- 2004-10-06 GB GB0608965A patent/GB2422643B/en not_active Expired - Fee Related
Patent Citations (4)
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US2631476A (en) * | 1949-07-28 | 1953-03-17 | Ravigneaux Pol | Epicyclic change-speed gear |
US3109324A (en) * | 1958-08-08 | 1963-11-05 | Zellweger Uster Ag | Speed control means |
US3850389A (en) * | 1973-05-04 | 1974-11-26 | D Dixon | Landing gear wheel device for aircraft |
US4659039A (en) * | 1985-07-29 | 1987-04-21 | Valdes Guillermo A | Landing gear drive system |
Cited By (25)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8532957B2 (en) | 2000-11-15 | 2013-09-10 | Borealis Technical Limited | Aircraft weight estimation method |
US20080312870A1 (en) * | 2000-11-15 | 2008-12-18 | Isaiah Watas Cox | Aircraft weight estimation method |
US7469858B2 (en) | 2003-10-09 | 2008-12-30 | Borealis Technical Limited | Geared wheel motor design |
US7275715B2 (en) | 2004-05-17 | 2007-10-02 | The Boeing Company | Operational ground support system |
US8712603B2 (en) | 2004-08-17 | 2014-04-29 | Borealis Technical Limited | Aircraft drive |
US7445178B2 (en) | 2004-09-28 | 2008-11-04 | The Boeing Company | Powered nose aircraft wheel system |
US9139294B2 (en) | 2005-03-01 | 2015-09-22 | Borealis Technical Limited | Motor controller |
GB2471213A (en) * | 2006-08-29 | 2010-12-22 | Borealis Tech Ltd | Method for controlling aircraft nosewheels |
US7891609B2 (en) | 2006-08-29 | 2011-02-22 | Borealis Technical Limited | Turnaround methods |
GB2471213B (en) * | 2006-08-29 | 2011-05-11 | Borealis Tech Ltd | Nosewheel control apparatus |
US7983804B2 (en) | 2006-08-30 | 2011-07-19 | Borealis Technical Limited | System for minimization of aircraft damage on collision |
EP2020379A2 (en) * | 2007-07-24 | 2009-02-04 | Goodrich Actuation Systems Ltd. | Landing gear assembly |
EP2020379A3 (en) * | 2007-07-24 | 2009-09-09 | Goodrich Actuation Systems Ltd. | Landing gear assembly |
US8220740B2 (en) | 2007-11-06 | 2012-07-17 | Borealis Technical Limited | Motor for driving aircraft, located adjacent to undercarriage wheel |
US20130119190A1 (en) * | 2007-11-06 | 2013-05-16 | Borealis Technical Limited | Motor for Driving Aircraft, Located Adjacent to Undercarriage Wheel |
US8820675B2 (en) * | 2007-11-06 | 2014-09-02 | Isaiah W. Cox | Motor for driving aircraft, located adjacent to undercarriage wheel |
DE102010029823B4 (en) * | 2010-06-08 | 2019-10-31 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Drive assembly |
US9738376B2 (en) | 2012-08-08 | 2017-08-22 | Airbus Operations Limited | Landing gear drive systems |
US9469397B2 (en) | 2012-08-08 | 2016-10-18 | Airbus Operations Limited | Landing gear drive systems |
US9908621B2 (en) | 2012-08-08 | 2018-03-06 | Airbus Operations Limited | Landing gear drive systems |
WO2014023939A1 (en) * | 2012-08-08 | 2014-02-13 | Airbus Operations Limited | Landing gear drive systems |
US8849480B2 (en) | 2013-03-01 | 2014-09-30 | Honeywell International Inc. | Aircraft gross weight and center of gravity validator |
CN105202130A (en) * | 2014-06-10 | 2015-12-30 | 波音公司 | Rotorcraft And Planetary Gear Systems |
EP4339097A1 (en) | 2022-09-16 | 2024-03-20 | Safran Transmission Systems | Device for driving at least one wheel of an aircraft landing gear |
FR3139798A1 (en) * | 2022-09-16 | 2024-03-22 | Safran Transmission Systems | DEVICE FOR DRIVING AT LEAST ONE WHEEL OF AN AIRCRAFT LANDING GEAR |
Also Published As
Publication number | Publication date |
---|---|
GB0608965D0 (en) | 2006-06-14 |
WO2005035358A3 (en) | 2005-12-15 |
GB2422643B (en) | 2007-04-25 |
GB2422643A (en) | 2006-08-02 |
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