WO2009127885A2

WO2009127885A2 - Flexible crankshaft for software controllable aircraft wheel drive

Info

Publication number: WO2009127885A2
Application number: PCT/HR2009/000014
Authority: WO
Inventors: Darko Horvat
Original assignee: Darko Horvat
Priority date: 2008-04-17
Filing date: 2009-04-16
Publication date: 2009-10-22
Also published as: WO2009127885A3; HRP20080181A2

Abstract

The flexible crankshaft (4) for software controllable aircraft wheel drive represents a steel flexible cable (4), located in a flexible plastic-rubber guide which is adapted for the transfer of the torque along all axis, and is connected on one end to a power distributor (11), (or directly to a power generator unit if the construction is with one wheel) and with the other end, i.e. a small drive adapter (5), rests on the tyre of the aircraft wheel. The power distributor (11) receives entry power from the power generator motor (10) (electrical motor with gearshift switches, couplings, etc. Or from air pressure in "pneumatic" construction). The flexible crankshaft rotates moved by the power distributor or the motor (across the redactor, multiplicators, gearshift, valves, couplings, etc.) and transfers the torque through the adapter, to the tyre wheel itself, and in this way rotation of the wheel occurs. The rotation speed is regulated with the aid of a program CPU or own microcontroller, and always turns the wheel at the exact program calculated optimal rotation speed, adjusted for landing.

Description

FLEXIBLE CRANKSHAFT FOR SOFTWARE CONTROLLABLE AIRCRAFT WHEEL

DRIVE

DESCRIPTION OF THE INVENTION Technical Field

This invention refers to aircraft and aircraft devices for whose landing and takeoff wheels are required, as well as the link between takeoff and runways and aircraft.

Technical problems

Throughout the years one of the most difficult problems to solve which has been encountered in the exploitation of aircraft has been the increased wear of aircraft tyres resulting from "burning" of tyre layers when landing the aircraft. So that along with the great expense of replacement of these, the problem of frequent detaining of aircraft from flight time also occurred due to required servicing, i.e. tyre changing.

State of the Art

To date I am not aware of any proposed solutions which would remedy the current problems, reduce the cost of tyres, as well as replacement of the same.

Namely, the current state of technology is such that when the landing gear (bearing leg) is pulled out into the final position, the wheel does not rotate which results in the fact that when the wheels come into contact with the runway there is "burning" of tyre layers, i.e. great wear of wheel rubber at the aforementioned moment. Such burning of tyres upon landing the aircraft occurs actually as a result of the great difference in speed and this: a) the speed of landing of the aircraft, i.e. the relative speed of the upcoming surface (runway) towards the wheel and b) the "zero" speed of the aircraft tyre, i.e. rim speed of the tyre (which due to the aforementioned standstill amounts to v = "0"), as well as the friction force at the moment of contact.

This state of technology exists in aviation to the present day, which I will completely solve with my invention, which will result in huge savings i.e. reduction in costs to airline companies, and also finally reduction of costs to all users of airline transport in the aviation industry at a world level.

Presentation of the essence of the invention

The primary objective of this invention is to reduce the further intensity of tyre wear when landing which means savings on tyre replacement.

The secondary objective is to prevent the "exclusion" of aircraft from traffic due to the aforementioned problems, i.e. loss of effective flight time of aircraft due to the duration of the process of replacing worn tyres.

Furthermore, another important additional objective is to contribute to the ecological preservation of the environment and nature. Namely, upon touch down when landing, due to the already aforementioned friction tyre burning occurs which results in the onset of smoke and noise that significantly affects the airport surrounding area. Also important is the contribution to the reduction of tyre wear which will significantly reduce the costs of their disposal, as well as reducing ecological pollution, this due to repair of waste tyres. The principle of application of the invention will be even easier to understand, on the basis of the current state of technology, as well as with the enclosed drawing. The technical solution of the invention refers to the problem of work which must be done before the landing of the aircraft or before touch down on the runway.

The very essence of the invention is that the wheels rotate at exactly the required number of rotations which is identical or very similar to the number of rotations which would occur if the aircraft was moving at this speed on the runway.

In this way tyre friction does not occur due to the already mentioned difference in the approach speed of the aircraft and rim speed of the wheels (v = "0"), before touching down on the runway.

In relation to today's technological situation this is very easily achieved and this in the following way.

The essence of the invention consists of the "compelling" of a forced rotation of wheels (tyres), before contact with the runway. In this case wear (burning) does not occur upon rough contact with the runway. It is possible to achieve this kind of rotation by setting up small contact adapters on a section of the tyre (which with its dimensions does not exceed the outside contours of the landing gear which is especially important with retraction of the same into the tight area for wheels).

At the same time, the essence of the invention is the power of these adapters, i.e. tyres takes place with the aid of flexible crankshaft (steel cable in flexible plastic-rubber guides) that transfer torque from a power generator unit (electrical motor turbine, etc.) across contact adapter on the wheels. Furthermore a flexible crankshaft may be made as a flexible high-pressure pneumatic pipe, where in this case pressurised air is brought to small contact adapters (whose construction as in pneumatic tools, e.g. pneumatic drills, pneumatic screwdrivers, etc.) so that in this way they move or carryout rotation of the wheels.

The further characteristic of this invention is also that the number of rotations is precisely calculated and controlled through process units, micro-controllers or electrical, electronic components, who through mechanical switches; electrical motors, couplings, reductors-multiplicators, transmitters, electric valves, etc. can carryout the mentioned controlled optimal rotation of the wheels (tyres), with different landing speeds and at a exact given moment, which eliminates the damaging occurrence of the so called "gyroscopic effect".

The essence of the invention is that it enables the power generator units (electric motors, turbines, etc.) to be separated from the wheel and enable its relocation further away, i.e. in any location in the fuselage or wing of the aircraft, because transfer of the torque is enabled and the exact required number of rotations from them to the wheels at a distance with the aid of flexible crankshafts which are easily adapted according to isometry and are of especially small dimensions. This patent is markedly different from any other attempt to have the power generator units (electric motors, turbines, etc.) assembled on the wheel, as it is clear to those informed about aircraft technology that this in practice to date has not been possible as it impedes the exterior contours of the aircraft (problem of additional static burden on the landing gear, aerodynamics, etc.), as well as the impossibility of the retraction of the landing gear (insofar as it has additional power motors assembled on, etc.) into the landing gear bay due to the narrow and already designed minimal free space.

Brief description of drawing

The accompanying drawing which is included in the description and which comprises a part of the description of the invention, illustrates to date the considered best manner of construction of the invention and aids in the explanation of the basic principles of the invention.

Fig.1 is the spatial appearance of the aircraft wing, part of the aircraft fuselage and landing gear with wheels and contact adapter which is moveable with the flexible crankshaft which drives the electrical motor in the fuselage of the aircraft. Detailed description of at least one of the ways of achieving the invention

Looking at Fig. 1, it is evident that it represents: tyre wheels 7), which are connected through the axis 9), and connected to the landing gear 1), then the wing 2) and fuselage of the aircraft 3).

On the body of the landing gear 1), with the aid of couplings 6), flexible crankshafts are fastened 4) which serve for the transfer of the torque from the drive generator units 10), to moving the contact adapters 5), which with the aid of amortising-elastic elements 8) enabling better adhesion and transfer of rotations or rotations of tyre wheels 7).

The generator unit 10, serves to obtain the torque necessary to drive the contact adapters 5) and transfer of these rotations to the tyres 7), across the flexible drive crankshaft 4).

The power distributor (11) serves so that the entry power from the generator unit (through the gearshift, coupling, etc.) is transferred to multiple exits or that it is distributed to multiple flexible crankshafts, depending on the number of wheels on the aircraft.

The generator unit 10, can be constructed as an electrical motor, air turbine, etc. and may also contain, aside from such power components, couplings, reductors, multiplicators, gearshifts, distributors, etc.

The essence of the patent is to clearly show the possibility of wheel - tyre 7) rotation upon landing with the aid of small contact adapters 5) (as well as other possible devices which enable wheel rotation) and for whose power one or more power generator units 10) are used which are not located on the wheel 7) rather somewhere in the interior of the fuselage 3) or wing 2), while for the transfer of the torque between them and adapters 5) a flexible crankshaft 4) is used.

Manner of use of the invention

Experts will clearly see that the construction design solutions of the invention are possible in various combinations and executions, however without abandoning the whole point and scope of the content of the proposed solution.

When constructing the invention, one will have to abide by the principle about the position of installation of the same and this only in minimum dimensions which is actually the whole point of the innovation, as it allows positioning of a flexible crankshaft (with a small adapter) in already existing space for wheel retraction (wing, gondola, fuselage) and this without some extensive additional technical interventions-alterations on the same, as the aforementioned part (flexible crankshaft) is of particularly small dimensions, and with this flexible according to isometry, and this enables power generator units to be located further away somewhere in the fuselage (or wing) of the aircraft.

Li this way the invention is a practical and unbelievably functional device which is very easy to produce and implement on already existing technical systems on aircraft, as well as in aircraft which are to be built.

Claims

PATENT CLAIMS

1. Flexible crankshaft for software controllable aircraft wheel drive, characterized by the fact, that the flexible crankshaft represents a flexible steel cable in a flexible guide which serves to transfer the torque from the power distributor to the wheel.

2. Flexible crankshaft for software controllable aircraft wheel drive according to claim 1 characterized by the fact, that one end (beginning of the flexible crankshaft) is connected to the power distributor or to the power generator unit, while located on the other end (end) of the flexible crankshaft is a small adapter which forcibly moves, i.e. moves the main wheel - tyre at a software controlled speed.

3. Flexible crankshaft for software controllable aircraft wheel drive according to claim 2 characterized by the fact, that the speed of rotation of the wheel - tyre must adjust to the speed of the upcoming aircraft on the runway.

4. Flexible crankshaft for software controllable aircraft wheel drive according to claim 3 characterized by the fact, that regulation of speed may be software controlled through an electronic unit CPU or its own microcontroller.

5. Flexible crankshaft for software controllable aircraft wheel drive according to claim 4 characterized by the fact, that the CPU or own microcontroller does not allow rotation of the wheels during retraction or lowering due to the damaging effect of the "gyroscopic effect".

6. Flexible crankshaft for software controllable aircraft wheel drive according to claim 2, characterized by the fact, that the power generator unit for entry power into the power distributor may be an electrical motor and contain couplings, reductors, multiplicators and gearshift.

7. Flexible crankshaft for software controllable aircraft wheel drive according to claim 6, characterized by the fact, that the entry power in the power distributor instead of with an electrical motor may be also brought by a turbine motor or an air turbine powered by external air current.

8. Flexible crankshaft for software controllable aircraft wheel drive according to claim 7, characterized by the fact, that the air current for power in the power distributor may be also brought by the aircraft's compressors.

9. Flexible crankshaft for software controllable aircraft wheel drive according to claim 8 characterized by the fact, that the power generator unit is located at another location, i.e. distanced from the wheels and located in the fuselage or wing of the aircraft where space optimally allows.

10. Flexible crankshaft for software controllable aircraft wheel drive according to claim 9 characterized by the fact, that the power generator unit is located in the immediate vicinity of the wheel or on the very aircraft wheel, if the existing construction or new construction of the aircraft allows.

11. Flexible crankshaft for software controllable aircraft wheel drive according to claim 8 characterized by the fact, that the flexible crankshaft is made as a flexible, i.e. flexible high- pressure pneumatic pipes where in this case through them pressurised air is brought to the small contact adapters.

12. Flexible crankshaft for software controllable aircraft wheel drive according to claim 11, characterized by the fact, that in this case the small contact adapters are constructed for powering by air, as with pneumatic tools, e.g. pneumatic drills, pneumatic screwdrivers, etc., and that in this way power, i.e. carryout rotation of the wheels.