CN114408166B - Aircraft wheel drive, wheel speed control system and control method - Google Patents

Abstract

The invention relates to an aircraft wheel drive device comprising: ram air turbine devices attached to aircraft landing gear and capable of being air driven to provide a driving force; a transmission drivingly connected to the ram air turbine device; and a hub drive drivingly coupled between the transmission and the wheel, wherein the wheel is capable of being driven in rotation by the ram air turbine device via the transmission and the hub drive. In this way, the ram air turbine device provides energy for the hub driving device, so that the landing gear hub can be directly or indirectly driven to rotate without depending on an aircraft power supply system, and then the wheels can be pre-accelerated before the aircraft lands, so that the tires are smoothly grounded, and the sliding friction and the extra impact of the tires are reduced. In addition, the invention also relates to a wheel speed control system and a control method.

Description

Aircraft wheel drive, wheel speed control system and control method

Technical Field

The invention relates to an aircraft wheel driving device, which belongs to the field of aircraft design and is mainly used for driving landing gear hubs to rotate and improving the landing performance of an aircraft. In addition, the invention also relates to a control system and a control method for the speed of the wheels of the aircraft

Background

Civil aircraft landing gear is a device used for ground movement, running, take-off and landing of an aircraft. Currently operated civil aircraft typically have only hydraulic brake systems mounted on the landing gear, and no drive. In the landing process of the civil aircraft, the rotation speed of the hub is zero at the moment when the landing gear is in contact with the ground, but the moment when the tire is in contact with the ground is caused by the fact that the relative speed of the tire and the ground is very high, relative sliding is generated between the tire and the ground due to the action of inertia force, and strong impact force is generated on the landing gear, so that huge sliding friction force is generated, the abrasion of the tire is serious, the service life is shortened, and the operation cost is increased; meanwhile, the generated strong impact force brings extra impact load to the aircraft, so that the overload coefficient under the landing condition is increased, and the damage to the aircraft structure is aggravated; in addition, the strong impact force can cause the aircraft to vibrate, which makes passengers feel uncomfortable and reduces comfort.

In chinese patent publication CN101575003a, publication No. 11 a, for aircraft landing gear assembly for aircraft, an aircraft landing gear assembly device is disclosed comprising a hub motor/generator, alternating rotary disks and stator disks mounted relative to the hub drive struts and hub drive. The hub driving device is driven to rotate by the hub motor, and the hub driving device is pre-accelerated before the aircraft lands, so that the tires are smoothly grounded, the sliding friction and the extra impact of the tires are reduced, the sliding power is provided for the aircraft in the ground sliding process, and the ground maneuvering capability of the aircraft is improved; or when braking, the hub driving device rotates to drive the generator to generate electricity, and kinetic energy is converted into electric energy to be stored or consumed so as to replace a brake pad.

In chinese patent publication No. CN106163924a, entitled "drive system for aircraft landing gear", published 11, 23, 2016, a drive system for aircraft landing gear is disclosed. The drive system includes a drive pinion, a drive shaft arranged to drive rotation of the pinion about a drive axis, and a housing rotatably supporting the drive shaft. The motor rotates the driving pinion and the driven gear is driven by the pinion, so that the attached hub rotates, the hub is pre-accelerated before the aircraft lands, the relative speed of the tire contacting the ground is reduced, and the abrasion of the tire and the generation of impact force can be reduced. Meanwhile, the aircraft can provide thrust when moving or sliding on the ground, so that the ground maneuvering capability of the aircraft is improved.

This solution of adding a driving device at the landing gear hub, whether it is driven directly by electromagnetic or by a driving motor through a transmission gear, transfers its energy from the aircraft power system leads, which places a greater burden on the aircraft power system and the weight of the equipment and lines is greater.

Accordingly, there is a need for an aircraft wheel drive that overcomes one or more of the disadvantages of the prior art.

Disclosure of Invention

The invention aims to provide an aircraft wheel driving device which can be installed on a landing gear, wherein a ram air turbine device is arranged at the landing gear to supply energy for a transmission device, and the function of directly or indirectly driving a landing gear hub to rotate is realized without depending on an aircraft power supply system.

According to one aspect of the present invention, there is provided an aircraft wheel drive device, which may comprise:

Ram air turbine devices attached to aircraft landing gear and capable of being air driven to provide a driving force;

a transmission drivingly connected to the ram air turbine device; and

A hub drive drivingly coupled between the transmission and the wheel,

Wherein the wheel can be driven in rotation by the ram air turbine device via the transmission and the hub drive.

When the landing gear is put down in the landing stage of the aircraft, the ram air turbine device rotates under the action of windward load, and the driving hub driving device rotates to further drive the wheels to rotate, so that the wheels are driven to rotate by wind resistance energy when the aircraft lands. In this way, the ram air turbine device provides energy for the hub driving device, so that the landing gear hub can be directly or indirectly driven to rotate without depending on a power supply system of the aircraft, and then the wheels can be pre-accelerated before the aircraft lands, so that the tires are smoothly grounded, and the sliding friction and the extra impact of the tires are reduced.

According to the above aspect of the present invention, preferably, the ram air turbine device may include a plurality of blades, a first housing, and a first transmission shaft, wherein the first transmission shaft fixedly supports the plurality of blades and is pivotably supported on the first housing; and the transmission includes a second housing and a first shaft secured to the second housing, wherein the first housing is pivotable relative to the second housing about the first shaft to switch the ram air turbine device between a first deployed state and a first stowed state. In this way, the ram air turbine device is deployed in operation so that the blades can be rotated by the ram air to provide the driving force, and when the landing gear is stowed, the ram air turbine device can also be stowed to facilitate stowing the follower landing gear together into the fuselage of the aircraft.

According to the above aspect of the invention, the transmission may preferably further comprise a second drive shaft pivotally supported on the second housing and a first gear set, wherein in the first deployed state the first gear set is capable of transmitting movement of the first drive shaft to the second drive shaft. With this construction, it is ensured that in the first unfolded state of the ram air turbine device, the driving force is transmitted more reliably from the plurality of blades via the first drive shaft to the transmission by means of the mechanical transmission.

According to the above aspect of the present invention, preferably, the first gear set may include a first bevel gear, a second bevel gear, and a third bevel gear, wherein the first bevel gear is coupled to the first transmission shaft, the third bevel gear is coupled to the second transmission shaft, and the second bevel gear is pivotally supported on the second housing and engaged between the first bevel gear and the third bevel gear. With this construction, it is possible to ensure that the transmission works reliably in the first unfolded state while allowing the ram air turbine device to pivot, and at the same time can be used to drive the first housing at a predetermined angle relative to the second housing.

According to the above aspect of the present invention, preferably, the hub driving device may include a third housing and a second rotation shaft fixed to the third housing, wherein the second housing is pivotable with respect to the third housing about the second rotation shaft to switch the second housing between the second deployed state and the second stowed state. In this way, it is possible to deploy the ram air turbine device when it is in operation so that the blades of the ram air turbine device face in the direction of flight, thereby providing a greater driving force, and when the landing gear is stowed, the ram air turbine device can also be stowed, thereby facilitating stowage of the aircraft's fuselage along with the landing gear.

According to the above aspect of the invention, preferably, the transmission may further comprise a third transmission shaft, a fourth transmission shaft and a second gear set, wherein the third transmission shaft is rotatably supported on the second housing and drivingly connected to the second transmission shaft, and the fourth transmission shaft is rotatably supported on the third housing, and wherein in the second unfolded state the second gear set is capable of transmitting movement of the third transmission shaft to the fourth transmission shaft. With this structure, it is ensured that in the second unfolded state of the blades of the ram air turbine device facing the flight direction, the driving force is transmitted more reliably from the plurality of blades to the fourth drive shaft via the first drive shaft, the second drive shaft and the third drive shaft by means of the mechanical drive structure.

According to the above aspect of the present invention, preferably, the second gear set may include a fourth bevel gear and a fifth bevel gear, wherein the fourth bevel gear is coupled to the third transmission shaft, the fifth bevel gear is coupled to the fourth transmission shaft, and the fourth bevel gear and the fifth bevel gear are engaged. With this structure, it is possible to allow power to be reliably transmitted from the third transmission shaft to the fourth transmission shaft via the mechanical structure, and at the same time, to be used to drive the second casing at a predetermined angle with respect to the third casing.

According to the above aspect of the present invention, preferably, the hub driving device may further include a driving gear drivingly connected to the fourth transmission shaft, and the wheel includes internal teeth provided on the hub to form a ring gear, wherein the driving gear is capable of meshing with the ring gear. In this way, the rotation of the blades of the ram air turbine device is mechanically transferred via the transmission to the drive gear and thus via the ring gear drive hub.

According to the above aspect of the invention, the aircraft wheel drive device may preferably further comprise an actuator drivingly connected between the aircraft landing gear and the transmission to switch the aircraft wheel drive device between and maintain the second deployed state and the second stowed state. In this way, when the landing gear is open, the aircraft wheel drive can be controlled to switch to the second deployed state in order to put the ram air turbine device in operation and transmit power to the aircraft hub, and when the landing gear is stowed, the aircraft wheel drive is controlled to switch to the second stowed state in order to reduce drag and ensure flight safety.

According to the above aspect of the invention, preferably, the aircraft wheel drive device may further comprise a first actuator attached between the first and second housings to switch and maintain the aircraft wheel drive device between the first deployed state and the first stowed state, and the aircraft wheel drive device may further comprise a second actuator attached between the second and third housings to switch and maintain the aircraft wheel drive device between the second deployed state and the second stowed state. Thereby enabling the aircraft wheel drive to be desirably in either an extended condition when active or in each stowed condition when inactive.

According to the above aspect of the invention, the aircraft wheel drive may alternatively or additionally also comprise an electric power generation device and an electric motor electrically connected to each other, wherein the electric power generation device is drivingly connected to the ram air turbine device and the electric motor is drivingly connected to the hub drive. In this way, the mechanical energy of the air turbine device can be converted into electrical energy and transmitted to the electric motor, and the hub drive can be driven by means of the electric motor, so that the structural complexity of the transmission is simplified, and in addition, the power generation device can also be connected to the on-board power circuit of the aircraft for use as an emergency power supply or as a supplementary power supply.

According to the above aspect of the invention, the aircraft wheel drive device may preferably further comprise an electrical energy storage system electrically connected to the power generation device and the electric motor, respectively. In this way, the surplus electric energy generated by the power generation device can be stored, so that the rotation speed of the wheels is not influenced by the wind speed, the wheels can be in an optimal rotation speed state, and the impact load is minimized when the aircraft lands. In addition, during the ground taxi phase, the electric motor can be powered by the electric energy storage system to drive the aircraft to taxi on the ground.

According to the above aspect of the present invention, preferably, in order to further facilitate storage and reuse of electric energy, the electric energy storage system includes a battery, an inverter, and a rectifier, wherein the rectifier is electrically connected between the power generation device and the battery, and the inverter is electrically connected between the electric motor and the battery.

According to the above aspect of the invention, it is preferable that the aircraft wheel drive further comprises a transmission arranged between the ram air turbine device and the transmission. By means of the transmission, a balance between rotational speed and torque can be achieved, so that the rotational speed of the blades of the ram air turbine device is coordinated with the rotational speed of the aircraft wheels, the working efficiency of the ram air turbine device is improved, and the overall dimensions of the ram air turbine device can be reduced.

According to another aspect of the present invention there is provided an aircraft wheel speed control system which may comprise an aircraft wheel drive according to the above aspect, a controller, a wheel speed sensor and an aircraft speed sensor, wherein the controller controls the transmission or variator to adjust the drive speed of the hub drive in dependence on the flight status of the aircraft and the aircraft speed sensed via the aircraft speed sensor. In this way, the wheel speed can be adjusted to suit the aircraft speed to minimize tire slip friction and additional shock.

According to the above aspect of the present invention, it is preferable that the wheel speed sensor measures the rotational speed of the wheel and transmits the rotational speed to the controller so that the controller can adjust the rotational speed of the wheel based on the difference between the rotational speed of the wheel and the speed of the aircraft. In this way, a closed feedback system is created to increase or decrease the rotational speed of the wheel as desired.

According to another aspect of the present invention there is provided a control method of controlling the speed of a wheel by an aircraft wheel drive according to the above aspects, the method may comprise the steps of:

judging whether the aircraft is in a ready landing state;

sensing a flight speed of the aircraft;

Driving the wheels to rotate via the aircraft wheel drive based on the aircraft being in a ready to land state, and

The rotational speed of the wheels is made to correspond to the flying speed of the aircraft.

By this method, the wheels can be pre-accelerated before the aircraft lands, which allows the tires to land smoothly, reduces tire sliding friction and additional impacts, increases tire life, reduces damage to the aircraft structure from landing impacts, and increases occupant/passenger comfort.

Thus, the use requirements can be met by the aircraft wheel drive device according to the invention, and the intended purpose is achieved.

Drawings

For a further clear description of the wheel drive device for an aircraft according to the invention, the invention will be described in detail below with reference to the attached drawings and to the specific embodiments, in which:

Figure 1 is a schematic view of an aircraft wheel drive device according to a first non-limiting embodiment of the invention, wherein the ram air turbine device is in a first deployed state and the second housing is in a second deployed state;

Figure 2 is a schematic view of an aircraft wheel drive device in accordance with a first non-limiting embodiment of the invention, wherein the ram air turbine device is in a first stowed state and the second housing is in a second stowed state;

Figure 3 is a schematic cross-sectional elevation view of a portion of an aircraft wheel drive device including a first rotational axis, wherein the ram air turbine device is in a first deployed state, in accordance with a first non-limiting embodiment of the invention;

figure 4 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device including a first rotational axis, wherein the ram air turbine device is in a first deployed state, according to a first non-limiting embodiment of the invention;

Figure 5 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device including a first rotational axis, wherein the ram air turbine device is in a first stowed state, according to a first non-limiting embodiment of the invention;

FIGURE 6 is a schematic cross-sectional elevation view of a portion of an aircraft wheel drive device including a second axle, wherein the second housing is in a second deployed state, in accordance with a first non-limiting embodiment of the invention;

figure 7 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device including a second axle in accordance with a first non-limiting embodiment of the invention, wherein the second housing is in a second deployed state;

FIGURE 8 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device including a second axle, wherein the second housing is in a second stowed state, in accordance with a first non-limiting embodiment of the invention;

Figure 9 is a schematic view of an aircraft wheel drive device in accordance with a second non-limiting embodiment of the invention, wherein the ram air turbine device is in a first deployed state and the second housing is in a second deployed state;

FIGURE 10 is a schematic diagram of an aircraft wheel drive device in accordance with a second non-limiting embodiment of the invention, wherein the ram air turbine device is in a first stowed state and the second housing is in a second stowed state;

Figure 11 is a schematic view of an aircraft wheel drive device in accordance with a third non-limiting embodiment of the invention, wherein the ram air turbine device is in a first deployed state and the second housing is in a second deployed state;

figure 12 is a schematic view of an aircraft wheel drive device in accordance with a third non-limiting embodiment of the invention wherein the ram air turbine device is in a first stowed condition and the second housing is in a second stowed condition;

figure 13 is a schematic view of an aircraft wheel drive device according to a fourth non-limiting embodiment of the invention,

Figure 14 is a schematic view of an aircraft wheel drive device according to a fifth non-limiting embodiment of the invention, and

Figure 15 is a schematic view of an aircraft wheel drive device according to a sixth non-limiting embodiment of the invention.

The figures are merely schematic and are not drawn to scale.

List of reference numerals in the figures and examples:

100-an aircraft wheel drive comprising;

a ram air turbine apparatus comprising;

11-a plurality of blades;

12-a first housing;

13-a first drive shaft;

A 20-drive comprising;

21-a second housing;

22-a first rotating shaft;

23-a second drive shaft;

24-a first gear set comprising;

24A-first bevel gear

24B-second bevel gear

24C-third bevel gear

25-A third drive shaft;

26-fourth drive shaft;

27-a second gear set comprising;

27A-fourth bevel gear;

27B-a fifth bevel gear;

a 20A-transmission;

30-a hub drive arrangement comprising;

31-third shell

32-Second rotation shaft

33-Drive gear

40-Actuating means comprising;

41-an actuator cylinder;

42-actuating lever;

43-first support;

44-a second support;

50-a power generation device;

60-an electric motor;

70-an electrical energy storage system;

A 200-aircraft landing gear comprising;

210-a wheel comprising;

210A-ring gear;

220-shock strut;

230-a damper cylinder;

240-swing arm reduction;

F-heading.

Detailed Description

It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It should be further understood that the specific devices illustrated in the accompanying drawings and described in the specification are simply exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, unless explicitly stated otherwise, the particular orientations, directions, or other physical characteristics to which the various embodiments disclosed relate should not be considered limiting.

As is known in the art, landing gear is an accessory device that supports an aircraft for take-off and landing or ground taxiing and for ground movement in the lower portion of the aircraft. Aircraft landing gear 200 may generally include wheels 210, shock absorbing struts 220, shock absorbing cylinders 230, and shock absorbing arms 240, wherein shock absorbing struts 220 cooperate with shock absorbing cylinders 230 to reduce shock during taxiing and landing, wheels 210 may be connected to shock absorbing struts 220, and shock absorbing arms 240 are connected between shock absorbing struts 220 and shock absorbing cylinders 230 to prevent relative angular displacement therebetween.

However, during landing of the aircraft, the rotational speed of the wheels 210 is typically zero at the moment the landing gear is in contact with the ground, but due to the high relative speed of the tires to the ground, there will be relative slip between the tires and the ground due to inertial forces, which is reduced or avoided by a wheel drive.

An aircraft wheel drive device 100 according to the present invention is described in detail below with reference to the accompanying drawings.

Figures 1-2 are schematic illustrations of an aircraft wheel drive device 100 according to a first non-limiting embodiment of the invention.

As shown, the exemplary aircraft wheel drive device 100 is disposed on an aircraft landing gear 200 and may include: ram air turbine 10, transmission 20 and hub drive 30.

The ram air turbine device 10 may be attached to, for example, a shock strut 220 of the aircraft landing gear 200, and may include a plurality of blades 11, a first housing 12, and a first drive shaft 13 (shown in more detail in fig. 3), wherein the first drive shaft 13 fixedly supports the plurality of blades 11 and is pivotably supported on the first housing 12. In this way, when the landing gear 200 is lowered/opened during the landing stage of the aircraft, the blades 11 of the ram air turbine device 1 are rotated by the windward load, and the first drive shaft 13 to which the blades 11 are attached is thereby rotated in synchronization, thereby generating a driving force.

The transmission 20 is drivingly connected to the ram air turbine device 10 for transmitting the driving force generated by the blades 11 to the hub drive 30, the specific structure of a non-limiting embodiment of the transmission 20 being described in detail below.

The hub drive 30 is drivingly coupled between the transmission 20 and the wheel 210, wherein the wheel 210 can be driven in rotation by the ram air turbine 10 via the transmission 20 and the hub drive 30, thereby enabling rotation of the wheel 210 by wind resistance energy of the aircraft while landing, without the need for energy via an onboard power supply or other power source.

According to a preferred embodiment of the invention, the ram air turbine device 10 is foldable, for example from a first deployed state to a first stowed state, so that when the landing gear 200 is stowed, the follower landing gear 200 is stowed in the fuselage of the aircraft and when the landing gear 200 is lowered in preparation for landing, can be deployed to generate a driving force by means of ram air.

Figures 3-4 are schematic cross-sectional front and side views, respectively, of a portion of the aircraft wheel drive device 100 including the first axle 22, in accordance with a first non-limiting embodiment of the invention, wherein the ram air turbine device 10 is in a first deployed state; figure 5 is a schematic cross-sectional side view of a portion of the aircraft wheel drive device 100 including the first axle 22 in which the ram air turbine device 10 is in a first stowed state, according to a first non-limiting embodiment of the invention.

According to a non-limiting embodiment of the invention and as shown, the transmission 20 may comprise a second housing 21 and a first shaft 22 fixed to the second housing 21, wherein the first housing 12 is pivotable relative to the second housing 21 about the first shaft 22 for switching the ram air turbine device 10 between a first deployed state and a first stowed state. As shown, in the first deployed state, the first housing 12 may be in line with the second housing 21, while in the first stowed state, the first housing 12 is at a predetermined angle to the second housing 21.

In the preferred embodiment shown in the drawings, the predetermined angle is approximately 90 degrees, for example between 80 degrees and 100 degrees. However, the invention is not limited in this regard, and any angular range that is capable of meeting the operating conditions of the ram air turbine device 10 may be within the scope of the invention, and preferably the predetermined angle is adjustable according to the flow rate of air facing the blades 10 to obtain the desired driving force.

As shown in fig. 3, the transmission 20 may further comprise a second drive shaft 23 pivotally supported on the second housing 21 and a first gear set 24, wherein in the first unfolded state the first gear set 24 is capable of transmitting the movement of the first drive shaft 13 to the second drive shaft 23.

Specifically and according to the illustrated embodiment, the first gear set 24 may include a first bevel gear 24A, a second bevel gear 24B, and a third bevel gear 24C, wherein the first bevel gear 24A is coupled to the first drive shaft 13, the third bevel gear 24C is coupled to the second drive shaft 23, and the second bevel gear 24B is pivotally supported on the second housing 21, such as by a shaft fixed within the second housing 21, with the second bevel gear 24B meshing between the first bevel gear 24A and the third bevel gear 24C. Thus, the first bevel gear 24A rotates with the first transmission shaft 13, the rotational motion is transmitted to the second bevel gear 24B engaged therewith, and then the rotation of the second bevel gear 24B is transmitted to the third bevel gear 24C again, thereby rotating the second transmission shaft 23. It can be seen that the second bevel gear 24B here acts as an idler gear transmitting motion.

In alternative embodiments, the first gear set 24 may include other gear combinations that effect driving engagement between the first drive shaft 13 and the second drive shaft 23 as the first housing 12 pivots in a straight line relative to the second housing 21, such as a combination of gears connected to the first drive shaft 13 and a ring gear connected to the second drive shaft 23, or the like.

Figures 6 and 7 are schematic cross-sectional front and side views of a portion of the aircraft wheel drive device 100 including the second rotational axis 32, wherein the second housing 21 is in a second unfolded state, according to the first non-limiting embodiment of the invention; figure 8 is a schematic cross-sectional side view of a portion of the aircraft wheel drive device 100 including the second pivot shaft 32 in accordance with the first non-limiting embodiment of the invention, wherein the second housing 21 is in a second stowed state.

According to a non-limiting embodiment of the invention and as shown, the hub drive device 30 may comprise a third housing 31 and a second rotational shaft 32 fixed to the third housing 31, wherein the second housing 21 is pivotable relative to the third housing 31 about the second rotational shaft 32 to switch the second housing 21 between a second deployed state and a second stowed state.

As used herein, the terms "hub drive" and "wheel drive" are both means for driving the wheel in rotation, but "hub drive" is used to refer to the component of "wheel drive", i.e., the drive means used to directly drive the wheel in rotation, and thus the wheel in rotation.

It should be understood that although not shown in the drawings, the first rotation shaft 22 may be supported on the second housing 21 by means of a bearing, and the second rotation shaft 32 may be supported on the third housing 31 by means of a bearing to reduce friction force at the time of pivoting as much as possible.

Fig. 1 shows the aircraft wheel drive device 100 in a fully deployed state, i.e. the ram air turbine device 10 in a first deployed state, and the second housing 21 in a second deployed state. At this time, the second housing 21 is substantially perpendicular to the shock strut 220, and the first housing 11 is aligned with the second housing 21 and is horizontal to the heading F, with the vane 11 facing the ram air flow.

Figure 2 shows the aircraft wheel drive device 100 in a fully stowed state, i.e. the ram air turbine device 10 is in a first stowed state and the second housing 21 is in a second stowed state. At this time, the second housing 21 is substantially at an acute angle to the shock strut 220, and the first housing 11 is substantially at a right angle to the second housing 21, so that the occupied storage space is reduced as much as possible when the landing gear 200 is retracted, and interference with other components is avoided.

As shown in fig. 1 and 2, to effect the switching of the aircraft wheel drive device 100 between the second deployed state and the second stowed state, the aircraft wheel drive device 100 may further include an actuator 40 drivingly connected between the aircraft landing gear 200 and the transmission 20 to pivot the second housing 21 about the second pivot axis 32 to thereby cause the aircraft wheel drive device 100 to switch between and remain in the second deployed state or the second stowed state.

The actuator 40 may be of the hydraulic or pneumatic actuation type and may comprise an actuator cylinder 41, a cooperating actuator rod 42, a first abutment 43 pivotally connected between the actuator cylinder 41 and the shock strut 220 and a second abutment 44 pivotally connected between the actuator rod 42 and the second housing 21.

Additionally or alternatively, in embodiments not shown in the figures, the aircraft wheel drive device 100 may further include a first actuator attached between the first housing 12 and the second housing 21 to switch the aircraft wheel drive device 100 between and remain in the first deployed state and the first stowed state. Additionally, the aircraft wheel drive device 100 may further include a second actuator attached between the second housing 21 and the third housing 31 to switch the aircraft wheel drive device 100 between and remain in the second deployed state or the second stowed state.

By means of the above-described actuating device 40 and the first and second actuators, the aircraft wheel drive device 100 can be switched as desired between various deployed and stowed states and maintained in the respective states, thereby ensuring reliable operation of the aircraft wheel drive device 100.

Preferably, in the fully retracted state shown in fig. 2, the blades 11 are disconnected from the first drive shaft 13. Additionally or alternatively, the connection between the first drive shaft 13 and the second drive shaft 23 is also broken to avoid unintended rotation of the blades 11 causing undesired operation of the wheel drive 100.

With continued reference to fig. 6-8, as shown and in accordance with a non-limiting embodiment of the present invention, the transmission 20 may further include a third drive shaft 25, a fourth drive shaft 26, and a second gear set 27, wherein the third drive shaft 25 is rotatably supported on the second housing 21 and drivingly connected to the second drive shaft 23, and the fourth drive shaft 26 is rotatably supported on the third housing 31, and wherein in the second deployed state, the second gear set 27 is capable of transmitting movement of the third drive shaft 25 to the fourth drive shaft 26.

Specifically and according to the illustrated embodiment, the second gear set 27 may include a fourth bevel gear 27A and a fifth bevel gear 27B, wherein the fourth bevel gear 27A is coupled to the third drive shaft 25, the fifth bevel gear 27B is coupled to the fourth drive shaft 26, and the fourth bevel gear 27A and the fifth bevel gear 27B are meshed.

It should be understood that although the second and third drive shafts 23 and 25 are included separately in the embodiment shown in connection with the drawings, the second and third drive shafts 23 and 25 may be formed as a single body such that the single body drive shaft may be connected to the third bevel gear 24C at one end and to the fourth bevel gear 27A at the other end.

Further, in alternative embodiments, the second gear set 27 may include other gear combinations that effect driving engagement between the third and fourth drive shafts 25, 26 as the second housing 21 is pivoted at a predetermined angle relative to the third housing 31.

Referring back to fig. 1-2, the hub drive device 30 further comprises a drive gear 33, the drive gear 33 being drivingly connected to the fourth drive shaft 26, and the wheel 210 comprising internal teeth provided on the hub to form a ring gear 210A, wherein the drive gear 33 is capable of meshing with the ring gear 210A.

It should be understood that the first, second and third housings 12, 21, 31 may be of any shape, but preferably, in order to reduce their windage, their outer contours are shaped in a cylindrical or oval configuration, particularly in the direction of heading F, in order to reduce windage as much as possible.

Figure 9 is a schematic view of an aircraft wheel drive device 100 according to a second non-limiting embodiment of the invention, wherein the ram air turbine device 10 is in a first deployed state and the second housing 21 is in a second deployed state; figure 10 is a schematic view of an aircraft wheel drive device 100 according to a second non-limiting embodiment of the invention, wherein the ram air turbine device 10 is in a first stowed state and the second housing 21 is in a second stowed state.

The second embodiment shown in fig. 9-10 differs from the first embodiment shown in fig. 1-2 in that in the second embodiment shown in fig. 9-10 the actuating device 40 is not present, but rather the switching of the aircraft wheel drive 100 between the deployed state and the stowed state is effected by means of a first actuator and a second actuator provided on the transmission 20. The first and second actuators may drive the corresponding bevel gears to rotate, respectively, so that the first housing 12 is pivoted with respect to the second housing 21, or the second housing is pivoted with respect to the third housing 31 and maintained at a predetermined angle.

Figure 11 is a schematic view of an aircraft wheel drive device 100 according to a third non-limiting embodiment of the invention, wherein the ram air turbine device 10 is in a first deployed state and the second housing 21 is in a second deployed state; figure 12 is a schematic view of an aircraft wheel drive device 100 according to a third non-limiting embodiment of the invention, wherein the ram air turbine device 10 is in a first stowed state and the second housing 21 is in a second stowed state.

The third embodiment shown in fig. 11-12 differs from the first embodiment shown in fig. 1-2 in that in the third embodiment shown in fig. 11-12 the aircraft wheel drive device 100 further comprises a power generation device 50 and an electric motor 60 electrically connected to each other, for example the power generation device 50 may be provided on the ram air turbine device 10 and drivingly connected to the blades 11 of the ram air turbine device 10, while the electric motor 60 is drivingly connected to the hub drive device 30. In other words, the mechanical energy from the ram air is converted into electrical energy by the ram air turbine device 10 and the power generation device 50, and the electrical energy is converted into mechanical energy by the electric motor 60 and the hub drive device 30, which turns the wheel 210. In this way, only a cable connection between the power generation device 50 and the electric motor 60 is required, so that the mechanical transmission structure can be omitted, or can be used as a backup of the mechanical transmission structure, thereby improving the reliability of the system.

Figure 13 is a schematic view of an aircraft wheel drive device 100 according to a fourth non-limiting embodiment of the invention. In this embodiment, the aircraft wheel drive 100 may further comprise a transmission 20A, which is arranged between the ram air turbine device 10 and the transmission 20. The transmission 20A may be a speed reducing device for reducing the rotational speed transmitted from the ram air turbine device 10 to reduce the rotational speed transmitted from the ram air turbine device 10 to the hub drive device 30, and increasing the torque to better drive the wheels 210. By adding the transmission 20A, the rotational speed of the ram air turbine device 10 is coordinated with the rotational speed of the wheels 210, improving the operating efficiency of the ram air turbine device 10, and reducing the overall size of the ram air turbine device 10.

Figure 14 is a schematic view of an aircraft wheel drive device 100 according to a fifth non-limiting embodiment of the invention. This embodiment differs from the third embodiment shown in fig. 11-12 in that this embodiment also includes a transmission 20A.

Figure 15 is a schematic view of an aircraft wheel drive device 100 according to a sixth non-limiting embodiment of the invention. In this embodiment, the aircraft wheel drive device 100 may also include an electrical energy storage system 70 electrically connected to the power generation device 50 and the electric motor 60, respectively.

The electrical energy storage system 70 may be provided separately at the shock strut 220 of the landing gear 200 or may be integral with the electrical energy storage system of the original power supply system of the aircraft; the electric energy storage system 70 is electrically connected to the power generation device 50 and the electric motor 60, stores electric energy transmitted from the power generation device 50, and supplies the electric motor 60 with electric energy. By adding the electrical energy storage system 70, the rotational speed of the wheels 210 can be made independent of wind speed, and can be in an optimal rotational speed state to minimize impact loads when the aircraft lands; during the ground taxi phase, electric motor 60 may also be powered by electric energy storage system 70 to propel the aircraft on the ground. In addition, the electrical energy storage system 70 may also be connected to an on-board power system to serve as a backup or supplement to the primary power system.

According to the embodiment depicted in fig. 15, the electrical energy storage system 70 may preferably include a battery, an inverter, and a rectifier, wherein the rectifier is electrically connected between the power generation device 50 and the battery, and the inverter is electrically connected between the electric motor 60 and the battery.

According to a non-limiting embodiment of the present invention, a wheel speed control system may be provided that includes an aircraft wheel drive device 100, a controller, a wheel speed sensor, and an aircraft speed sensor according to the present invention, which may be of the types well known in the art and therefore will not be discussed in detail herein.

The controller may be used to control the transmission 20 or the variator 20A to adjust the drive speed of the hub drive 30 in dependence on the flight status of the aircraft and the aircraft speed sensed via the aircraft speed sensor.

Preferably, the wheel speed sensor measures the rotational speed of the wheel 210 and sends the rotational speed to the controller so that the controller can adjust the rotational speed of the wheel 210 based on the difference between the rotational speed of the wheel 210 and the speed of the aircraft, thereby forming a closed loop feedback control system.

According to a non-limiting embodiment of the present invention, there may also be provided a control method of controlling the speed of a wheel 210 using an aircraft wheel drive device 100 as described above and may include the steps of:

first, it is determined whether the aircraft is in a ready to land state. If it is determined that the aircraft is in a ready to land state, the aircraft wheel drive assembly 100 may switch to the deployed state as the landing gear is lowered.

Second, the flying speed of the aircraft, which is also the speed of the final wheel 210 to be achieved, is sensed, and the rotational speed value of the wheel 210 can be obtained from the predetermined wheel diameter by means of the speed of the wheel 210.

Then, based on the aircraft being in a ready-to-land state, the wheel 210 is driven to rotate via the aircraft wheel drive 100, for example, by rotation of the blade 11 via the transmission 20, which drives the drive gear 33 to rotate, thereby driving the ring gear 210A and the wheel 210 to rotate.

Finally, the rotational speed of the wheels 210 is made to correspond to the flying speed of the aircraft, thereby minimizing the relative slip generated between the tire and the ground and minimizing the impact force generated by landing the aircraft.

The terms "first", "second", etc. as used herein to denote sequences are merely intended to better understand the inventive concept shown in the form of preferred embodiments by those of ordinary skill in the art, and are not intended to limit the invention. Unless otherwise indicated, all orders, orientations, or orientations are used solely for the purpose of distinguishing one element/component/structure from another element/component/structure, and do not denote any particular order, order of operation, direction, or orientation unless otherwise indicated. For example, in alternative embodiments, the "first shaft" may be the "second shaft" and the "first mount" may alternatively refer to the "second mount".

In view of the above, the aircraft wheel driving apparatus 100 according to the embodiment of the present invention overcomes the drawbacks of the prior art and achieves the intended objects.

While the present invention has been described in connection with the preferred embodiments, those of ordinary skill in the art will recognize that the above examples are for illustrative purposes only and are not intended to be limiting. Accordingly, the present invention may be variously modified and changed within the spirit of the claims, and all such modifications and changes are intended to fall within the scope of the claims of the present invention.

Claims (16)

1. An aircraft wheel drive (100), characterized in that the aircraft wheel drive comprises:

-a ram air turbine device (10) attached to the aircraft landing gear (200) and capable of being air driven to provide a driving force;

-a transmission (20) drivingly connected to the ram air turbine device (10); and

A hub drive (30) drivingly coupled between the transmission (20) and the wheel (210),

Wherein the wheel (210) can be driven in rotation by the ram air turbine device (10) via the transmission device (20) and the hub drive device (30),

Wherein the ram air turbine device (10) comprises a plurality of blades (11), a first housing (12) and a first drive shaft (13), wherein the first drive shaft (13) fixedly supports the plurality of blades (11) and is pivotably supported on the first housing (12); and

The transmission (20) comprises a second housing (21) and a first rotary shaft (22) fixed to the second housing (21),

Wherein the first housing (12) is pivotable relative to the second housing (21) about the first pivot axis (22) to switch the ram air turbine device (10) between a first deployed state in which the first housing (12) is in line with the second housing (21) and a first stowed state in which the first housing (12) is at a predetermined angle to the second housing (21) of between 80 degrees and 100 degrees.

2. The aircraft wheel drive (100) according to claim 1, wherein the transmission (20) further comprises a second transmission shaft (23) pivotably supported on the second housing (21) and a first gear set (24), wherein in the first unfolded state the first gear set (24) is capable of transmitting the movement of the first transmission shaft (13) to the second transmission shaft (23).

3. The aircraft wheel drive (100) according to claim 2, wherein the first gear set (24) comprises a first bevel gear (24A), a second bevel gear (24B) and a third bevel gear (24C),

Wherein the first bevel gear (24A) is coupled to the first drive shaft (13), the third bevel gear (24C) is coupled to the second drive shaft (23), and the second bevel gear (24B) is pivotally supported on the second housing (21) and meshed between the first bevel gear (24A) and the third bevel gear (24C).

4. An aircraft wheel driving device (100) according to claim 3, wherein the hub driving device (30) comprises a third housing (31) and a second rotation shaft (32) fixed to the third housing (31),

Wherein the second housing (21) is pivotable relative to the third housing (31) about the second axis of rotation (32) to switch the second housing (21) between a second deployed state and a second stowed state.

5. The aircraft wheel drive (100) according to claim 4, wherein the transmission (20) further comprises a third drive shaft (25), a fourth drive shaft (26) and a second gear set (27),

Wherein a third drive shaft (25) is rotatably supported on the second housing (21) and drivingly connected to the second drive shaft (23), and the fourth drive shaft (26) is rotatably supported on the third housing (31),

And wherein in the second deployed state, the second gear set (27) is capable of transmitting the movement of the third drive shaft (25) to the fourth drive shaft (26).

6. The aircraft wheel drive (100) according to claim 5, wherein the second gear set (27) comprises a fourth bevel gear (27A) and a fifth bevel gear (27B),

Wherein the fourth bevel gear (27A) is coupled to the third drive shaft (25), the fifth bevel gear (27B) is coupled to the fourth drive shaft (26), and the fourth bevel gear (27A) and the fifth bevel gear (27B) are meshed.

7. The aircraft wheel drive (100) according to claim 6, wherein the wheel hub drive (30) further comprises a drive gear (33), the drive gear (33) being drivingly connected to the fourth drive shaft (26), and the wheel (210) comprising internal teeth provided on a wheel hub to form a ring gear (210A), wherein the drive gear (33) is engageable to the ring gear (210A).

8. Aircraft wheel drive (100) according to any of claims 4-7, wherein aircraft wheel drive (100) further comprises an actuation device (40), the actuation device (40) being drivingly connected between the aircraft landing gear (200) and the transmission (20) to switch the aircraft wheel drive (100) between and remain in the second deployed state and the second stowed state.

9. The aircraft wheel driving device (100) according to any one of claims 4-7, wherein the aircraft wheel driving device (100) further comprises a first actuator attached between the first housing (12) and the second housing (21) to switch the aircraft wheel driving device (100) between the first deployed state and the first stowed state and to remain in either the first deployed state or the first stowed state,

And the aircraft wheel drive device (100) further comprises a second actuator attached between the second housing (21) and the third housing (31) to switch the aircraft wheel drive device (100) between and remain in the second deployed state or the second stowed state.

10. Aircraft wheel drive (100) according to claim 1, wherein the aircraft wheel drive (100) further comprises an electric power generation device (50) and an electric motor (60) electrically connected to each other, wherein the electric power generation device (50) is drivingly connected to the ram air turbine device (10) and the electric motor (60) is drivingly connected to the hub drive (30).

11. The aircraft wheel drive device (100) according to claim 10, wherein the aircraft wheel drive device (100) further comprises an electrical energy storage system (70) electrically connected to the power generation device (50) and the electric motor (60), respectively.

12. The aircraft wheel drive device (100) of claim 11, wherein the electrical energy storage system (70) comprises a battery, an inverter, and a rectifier, wherein the rectifier is electrically connected between the power generation device (50) and the battery, and the inverter is electrically connected between the electric motor (60) and the battery.

13. The aircraft wheel drive (100) according to claim 1, wherein the aircraft wheel drive (100) further comprises a transmission (20A) arranged between the ram air turbine device (10) and the transmission (20).

14. An aircraft wheel speed control system, characterized in that the wheel speed control system comprises an aircraft wheel drive (100) according to any one of claims 1-13, a controller, a wheel speed sensor and an aircraft speed sensor, wherein the controller controls the transmission (20) in order to adjust the drive speed of the hub drive (30) in dependence on the flight status of the aircraft and the aircraft speed sensed via the aircraft speed sensor.

15. The aircraft wheel speed control system according to claim 14, wherein the wheel speed sensor measures a rotational speed of the wheel (210) and sends the rotational speed to the controller such that the controller can adjust the rotational speed of the wheel (210) based on a difference between the rotational speed of the wheel (210) and the aircraft speed.

16. A control method for controlling the speed of the wheel (210) by means of an aircraft wheel drive (100) according to any one of claims 1-13, characterized in that the method comprises the steps of:

judging whether the aircraft is in a ready landing state;

sensing a flight speed of the aircraft;

Driving the wheels (210) in rotation via the aircraft wheel drive (100) based on the aircraft being in a ready to land state, and

The rotational speed of the wheel (210) is made to correspond to the flying speed of the aircraft.