WO2007048164A1 - Mecanisme de rotation par induction magnetique des roues du train d’atterrissage d’un aeronef - Google Patents

Mecanisme de rotation par induction magnetique des roues du train d’atterrissage d’un aeronef Download PDF

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Publication number
WO2007048164A1
WO2007048164A1 PCT/AU2005/001646 AU2005001646W WO2007048164A1 WO 2007048164 A1 WO2007048164 A1 WO 2007048164A1 AU 2005001646 W AU2005001646 W AU 2005001646W WO 2007048164 A1 WO2007048164 A1 WO 2007048164A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
wheel
magnetic field
landing
wheel assembly
Prior art date
Application number
PCT/AU2005/001646
Other languages
English (en)
Other versions
WO2007048164A8 (fr
Inventor
Rod F. Soderberg
Original Assignee
Soderberg Rod F
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2004237817A external-priority patent/AU2004237817B2/en
Application filed by Soderberg Rod F filed Critical Soderberg Rod F
Priority to AU2005337836A priority Critical patent/AU2005337836A1/en
Priority to GB0712315A priority patent/GB2436042B/en
Publication of WO2007048164A1 publication Critical patent/WO2007048164A1/fr
Publication of WO2007048164A8 publication Critical patent/WO2007048164A8/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/405—Powered wheels, e.g. for taxing
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K17/00—Asynchronous induction motors; Asynchronous induction generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/24—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets axially facing the armatures, e.g. hub-type cycle dynamos
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/02—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type
    • H02K49/04—Dynamo-electric clutches; Dynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/06—Dynamo-electric clutches; Dynamo-electric brakes of the synchronous type

Definitions

  • the invention relates to improvements in aircraft landing wheel assembly. These improvements relate specifically to controlling the forward rolling speed of the wheel and tire assembly prior to landing and where required applying added retardation to the wheel after landing.
  • the aim is to adjust the wheel and tyre assemblies forward rotational speed prior to landing so as to reduce tyre skidding, reduce impact loading on the landing gear, reduce tyre wear, thus reducing the chance of sudden tyre failure and reducing impact wear and tear on wheels and landing gear. Safety is potentially improved and maintenance costs reduced.
  • the objective of the system is to precisely control the forward rotational speed of the aircraft landing wheel-tyre assemblies in relation to the ground speed just prior to landing, by means of an imposed electric current specifically to induce magnetic field forces located on or within components of the wheel , brake assembly and components of the associated landing gear, such components being contained or partially contained within the wheel and or brake
  • the optimum rotation speed of the aircraft wheels just prior to landing will be determined by the type of aircraft, the runway pavement condition, dry, wet, icy, hot or cold, the type of pavement and friction characteristics.
  • the optimum wheel rotation speed, for the particular aircraft and runway pavement 30. conditions can be adjusted to afford improved stability of the aircraft under a variety of conditions.
  • the tyre making contact with the runway can have a contact speed differential either faster, slower or equal to the actual ground speed in order to promote stability.
  • the ground speed of the aircraft is already accurately monitored by the aircraft instruments.
  • Wheel rotation rate sensors are already readily available on aircraft brake and brake antiskid systems. These systems are easily modified to register rotation speed which for a known tyre circumference can be converted directly to rolling speed and compared directly with ground speed.
  • the aim is to adjust or fix the rotation rate of the landing wheels either automatically or manually to correspond proportionally faster or slower or equal to ground speed as determined by the optimum for the particular aircraft and pavement conditions.
  • a fixed wheel rotation speed set to a median speed which approximates to the landing speed of a particular aircraft type under most conditions may prove satisfactory and to afford suitable benefits without the complexity of variable speed control. It may also be considered that with present aircraft a certain amount of energy may be absorbed by the normal wheel / tyre impact and skidding on the pavement. This energy absorption may be considered to offer a small amount of braking to the aircraft which would not occure if the wheels are already spinning when pavement contact is made. 5. To counteract this small loss of braking energy the system proposed will offer the option of a form of "regenerative braking" or "reverse drive” which will assist the normal brake system of the aircraft throughout the brake cycle thus more than offsetting the effects of wheel pre- rotation on stopping distances.
  • Wheel rotation is to be achieved either, electrically, or electro mechanically where by an electric current will create field forces that induce rotation of mechanical components of the wheel assembly at a controlled or predetermined rate of rotation.
  • the wheel assembly shown in figures 1 and 2 in this instance refers to the wheel rim and wheel support face and the brake stack or heat stack (rotors 1 and stators 2 ), the brake actuating components
  • a wheel, tyre, axil, and brake assembly which will be referred to as the landing wheel assembly.
  • This landing 20. wheel assembly will be improved to incorporate electric field coils, and or electronic components, and or permanent magnets such that an imposed electric current will create forward rotation of the wheel tyre assembly due to forces set up between the static and rotating components of the landing gear and wheel and brake assembly.
  • This system may be fully or partially contained within the wheel.
  • the static components of the system are the strut which supports all loads including the aircraft weight, the torque tube which absorbs the torque loads from the rotors and stators to the strut., the piston housing or brake actuating components 3 and their support frame plus all stators 2 30. and support structures and brake stack housing are static components.
  • the static components can be adapted to support or house the primary circuit of the active or primary magnetic field generating medium which in the most simplified case would be field windings on or attached to one of the static components or formed into said component .
  • field windings could be formed as coils or cylindrical field windings 7 around the outer circumference of the brake piston housings 3 and induce magnetic fields which impose reactive forces on opposed magnetic fields associated with components attached to the inner rim of the rotating wheel assembly 11.
  • field windings can be mounted on components associated with the brake stack housing 8,9,10 and react with opposing magnetic fields attached to or formed into rotating components associated with the wheel or hub 12,13,14.or attached to a stator 5 of the brake stack and react with a rotor 6 in close proximity which is modified to maintain magnetic fields.
  • the field windings will generally be set out in an even radial pattern of placement around the perimeter of the static support structure. All static components, strut, torque tube, brake piston housing 3 , brake piston support frame, brake stack housing ,or one of the stators 5 , in the brake stack can be adapted or manufactured to incorporate or mount a primary field winding. An electric brake actuator can be used in place of the brake piston housing without alteration to the basic field winding arrangement. 5.
  • Field windings may take the form of a flat armature winding disc or a winding of cylindrical form which may or may not incorporate an ironless air gap and can be attached directly to a stator 5 or the brake stack housing structure 4 , torque tube or brake support structure.
  • Rotating components which can interact with the imposed field forces eg. permanent magnets, or magnetically 'soft' material have possible placement locations which include the inner or 15. outer perimeter of the wheel rim. 11, 12, 13 the outer perimeter of the hub 14 or one of the rotors 6 in the stator / rotor, brake stack .
  • a brushless D.C drive system with static field windings and high flux density permanent magnets attached radially to and spaced around the perimeter of the rotating component is probably the simplest method of achieving all requirements of torque, and precise rotational speed control.
  • the rotating components of the electric drive system can be permanent magnets set around the rotating component or as a disc or magnet ring made up of
  • Toothed blocks of magnetically soft material may replace the magnets as may induction coils or windings depending on the chosen electric drive type to be employed. This material may be attached to or formed into the structure of the rotating component.
  • the basic component layout of a primary electric field giving rise to magnetic fields incorporated on or within the static components of the wheel assembly and an interactive magnetic field due to, permanent magnets or induced in field windings or electro-magnetically excited materials incorporated on or within the rotating components of the wheel assembly, are
  • the aim of the claims is to establish a means of adapting well known electric motor drive systems technology to form an electric drive system specifically designed for achieving forward rotation of aircraft landing wheels which it is believed differs markedly from any 10. previous proposals for prerotation of aircraft landing wheels.
  • FIG. 1 and figure 2 of the drawing page 1/3 and 2/3 show the component layout of one of a series of main landing wheels associated with the landing gear typically found on large passenger aircraft. 15.
  • the primary components are numbered on figures 1 and 2 as are the locations of the incorporated electric drive components.
  • Figure 1 shows atypical wheel , rim , hub , assembly of rotating components while figure 2 20. depicts the brake stack , rotors , and stators along with piston assembly .
  • the pistons, mountings and housings remain stationary while the rotors rotate with the wheel rim and hub assembly.
  • Figure 3 shows the combination of Figure 1 and Figure 2 which represents the assembled 25. state of the Aircraft Landing Wheel Assembly.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Power Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

Mécanisme appliquant un courant électrique pour mettre en rotation dans le sens avant les roues du train d’atterrissage d’un aéronef avant l’atterrissage, et éventuellement faciliter la décélération après l’atterrissage, en faisant circuler le courant électrique dans des enroulements ou bobines de champ ou un corps excité électriquement (5, 7, 8, 9, 10), positionnés dans des endroits stratégiques et soutenus par, ou incorporés dans, des composants statiques des roues et/ou de l’ensemble frein de manière à induire des forces de champ magnétique qui agissent sur des champs magnétiques opposés associés ou intégrés à des composants rotatifs des roues ou de l’ensemble frein (6, 11, 12, 13, 14) pour générer des forces de rotation sur les roues de l’aéronef.
PCT/AU2005/001646 2004-12-09 2005-10-24 Mecanisme de rotation par induction magnetique des roues du train d’atterrissage d’un aeronef WO2007048164A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2005337836A AU2005337836A1 (en) 2004-12-09 2005-10-24 Magnetically induced aircraft landing wheel rotation
GB0712315A GB2436042B (en) 2004-12-09 2005-10-24 Improvements in aircraft landing wheel assembly

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2004237817 2004-12-09
AU2004237817A AU2004237817B2 (en) 2003-12-15 2004-12-09 Improvements in aircraft landing gear

Publications (2)

Publication Number Publication Date
WO2007048164A1 true WO2007048164A1 (fr) 2007-05-03
WO2007048164A8 WO2007048164A8 (fr) 2007-06-14

Family

ID=37967319

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2005/001646 WO2007048164A1 (fr) 2004-12-09 2005-10-24 Mecanisme de rotation par induction magnetique des roues du train d’atterrissage d’un aeronef

Country Status (2)

Country Link
GB (1) GB2436042B (fr)
WO (1) WO2007048164A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008011791A1 (de) 2008-02-29 2009-09-10 Airbus Deutschland Gmbh Integriertes multifunktionales Radantriebssystem für Luftfahrzeuge
US7594626B2 (en) 2006-06-08 2009-09-29 Rod F. Soderberg Magnetically induced aircraft landing wheel rotation
WO2009125213A2 (fr) 2008-04-11 2009-10-15 Airbus Uk Limited Dispositif de train d'atterrissage d'avion et ensemble train d'atterrissage avant
WO2011114055A1 (fr) 2010-03-17 2011-09-22 Airbus Operations (S.A.S) Procédé et dispositif d'entraînement d'au moins une roue de train d'atterrissage d'un aéronef par un moteur de roue

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA2886962A1 (fr) 2012-09-24 2014-03-27 Sergey Ivanovich IVANDAEV Procedes lies a l'entrainement du train d'atterrissage et a la construction du train d'atterrissage de l'avion

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2704514A1 (fr) * 1993-04-30 1994-11-04 Porte Robert Dispositif pour la mise en rotation des roues d'un avion avant son atterrissage.
GB2311264A (en) * 1996-03-22 1997-09-24 Paul William Toon Rotating undercarriage wheels prior to landing
DE29900944U1 (de) * 1999-01-20 1999-04-08 Merlaku Kastriot Flugzeug-Fahrwerk-Schutz-System
AU2004237817A1 (en) * 2003-12-15 2005-06-30 Rodney Soderberg Improvements in aircraft landing gear

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1273334B (de) * 1967-01-05 1968-07-18 Licentia Gmbh Antrieb fuer ein Flugzeug-Fahrwerksrad

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2704514A1 (fr) * 1993-04-30 1994-11-04 Porte Robert Dispositif pour la mise en rotation des roues d'un avion avant son atterrissage.
GB2311264A (en) * 1996-03-22 1997-09-24 Paul William Toon Rotating undercarriage wheels prior to landing
DE29900944U1 (de) * 1999-01-20 1999-04-08 Merlaku Kastriot Flugzeug-Fahrwerk-Schutz-System
AU2004237817A1 (en) * 2003-12-15 2005-06-30 Rodney Soderberg Improvements in aircraft landing gear

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7594626B2 (en) 2006-06-08 2009-09-29 Rod F. Soderberg Magnetically induced aircraft landing wheel rotation
DE102008011791A1 (de) 2008-02-29 2009-09-10 Airbus Deutschland Gmbh Integriertes multifunktionales Radantriebssystem für Luftfahrzeuge
US8517303B2 (en) 2008-02-29 2013-08-27 Airbus S.A.S. Integrated multifunctional powered wheel system for aircraft
DE102008011791B4 (de) * 2008-02-29 2013-09-19 Airbus Operations Gmbh Integriertes multifunktionales Radantriebssystem für Luftfahrzeuge
WO2009125213A2 (fr) 2008-04-11 2009-10-15 Airbus Uk Limited Dispositif de train d'atterrissage d'avion et ensemble train d'atterrissage avant
WO2009125213A3 (fr) * 2008-04-11 2009-12-03 Airbus Uk Limited Dispositif de train d'atterrissage d'avion et ensemble train d'atterrissage avant
JP2011516338A (ja) * 2008-04-11 2011-05-26 エアバス オペレーションズ リミテッド 航空機着陸緩衝装置及び前輪式着陸緩衝装置アセンブリ
RU2509685C2 (ru) * 2008-04-11 2014-03-20 Эйрбас Оперэйшнз Лимитед Конструкция шасси воздушного судна и узел передней опоры шасси
US9016620B2 (en) 2008-04-11 2015-04-28 Airbus Operations Limited Aircraft landing gear arrangement and a nose landing gear assembly
CN104816818A (zh) * 2008-04-11 2015-08-05 空中客车操作有限公司 飞机起落架装置
US9718540B2 (en) 2008-04-11 2017-08-01 Airbus Operations Limited Aircraft landing gear arrangement and a nose landing gear assembly
WO2011114055A1 (fr) 2010-03-17 2011-09-22 Airbus Operations (S.A.S) Procédé et dispositif d'entraînement d'au moins une roue de train d'atterrissage d'un aéronef par un moteur de roue

Also Published As

Publication number Publication date
GB2436042A (en) 2007-09-12
GB0712315D0 (en) 2007-08-01
GB2436042B (en) 2009-11-04
GB2436042A8 (en) 2007-09-19
WO2007048164A8 (fr) 2007-06-14

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