CN114408166A - Aircraft wheel drive device, wheel speed control system and control method - Google Patents

Abstract

The invention relates to an aircraft wheel drive, comprising: a ram air turbine device attached to the aircraft landing gear and air drivable to provide a driving force; a transmission drivingly connected to the ram air turbine arrangement; and a hub drive arrangement drivingly coupled between the transmission arrangement and the wheel, wherein the wheel is drivable in rotation by the ram air turbine arrangement via the transmission arrangement and the hub drive arrangement. Like this, provide energy for wheel hub drive arrangement through ram-air turbine device for do not rely on aircraft electrical power generating system, can directly or indirectly drive undercarriage wheel hub and rotate, and then can give the wheel pre-acceleration before the aircraft descends, make the smooth-going ground connection of tire, reduce tire sliding friction and extra impact. In addition, the invention also relates to a wheel speed control system and a control method.

Description

Aircraft wheel drive device, wheel speed control system and control method

technical field

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

Background technique

Civil aircraft landing gear is a device used for ground movement, rollout, take-off and landing of aircraft. Civil aircraft currently in operation generally only install hydraulic brake systems on the landing gear, but not drive devices. During the landing of a civil aircraft, the rotation speed of the wheel hub is zero at the moment when the landing gear is in contact with the ground. However, due to the large relative speed between the tire and the ground, the moment when the tire and the ground contact, due to the action of inertial force, the tire and the ground are in contact with the ground. There will be relative sliding between the tires and a strong impact on the landing gear, resulting in huge sliding friction, serious tire wear, reduced service life, and increased operating costs; at the same time, the generated strong impact also brings the aircraft. The extra impact load increases the overload factor under landing conditions and aggravates the damage to the aircraft structure; in addition, the strong impact force will cause the aircraft to vibrate, making passengers feel uncomfortable and reducing comfort.

In the Chinese patent for invention published on November 11, 2009, the publication number is CN101575003A, and entitled "Aircraft Landing Gear Assembly for Aircraft", an aircraft landing gear assembly device is disclosed, which includes a hub motor/ A generator, alternate rotating discs and stator discs mounted relative to the hub drive struts and hub drive. Drive the wheel hub drive device to rotate through the hub motor, pre-accelerate the wheel hub drive device before the aircraft lands, make the tire ground smoothly, reduce the sliding friction and extra impact of the tire, provide the aircraft with sliding power during the ground taxiing process, and improve the ground maneuverability of the aircraft ; Or drive the generator to generate electricity through the rotation of the wheel hub drive device during braking, and convert the kinetic energy into electrical energy for storage or consumption to replace the brake pads.

In the Chinese invention patent published on November 23, 2016, with the publication number CN106163924A and entitled "Drive System for Aircraft Landing Gear", a drive system for aircraft landing gear is disclosed. The drive system includes a drive pinion, a drive shaft arranged to rotate the drive pinion about a drive axis, and a housing rotatably supporting the drive shaft. The motor rotates the driving pinion, and the pinion drives the driven gear, so that the attached hub rotates, pre-accelerates the hub before the aircraft lands, reduces the relative speed of the tire contacting the ground, and reduces tire wear and impact. generation of force. At the same time, the aircraft can provide thrust when moving or taxiing on the ground, improving the ground maneuverability of the aircraft.

This scheme of adding a drive device at the hub of the landing gear, whether it is directly driven by electromagnetic drive or driven by a drive motor through a transmission gear, the energy of which is transmitted from the lead of the aircraft power system, which brings great benefits to the aircraft power system. Large burden, and the weight of equipment and lines is large.

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

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide an aircraft wheel drive device that can be installed on the landing gear. The aircraft wheel drive device is provided with a ram air turbine device at the landing gear, so as to provide energy for the transmission device, so as not to rely on the aircraft power supply system, and to directly Or the function of indirectly driving the rotation of the landing gear hub.

According to one aspect of the present invention, an aircraft wheel drive device is provided, and the aircraft wheel drive device may include:

a ram air turbine device attached to the aircraft landing gear and capable of being driven by air to provide propulsion;

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

a hub drive that is drivingly coupled between the transmission and the wheel,

Therein, the wheel can be driven to rotate by the ram air turbine device via the transmission device and the wheel hub drive device.

When the landing gear is lowered during the landing stage of the aircraft, the ram air turbine device rotates under the action of the windward load, which drives the wheel hub drive device to rotate, and then drives the wheels to rotate, so as to use the wind resistance energy of the aircraft to drive the wheels to rotate. In this way, the ram air turbine device provides energy for the wheel hub drive device, so that the wheel hub of the landing gear can be directly or indirectly driven to rotate without relying on the power supply system of the aircraft, so that the wheels can be pre-accelerated before the aircraft lands, so that the tires can be grounded smoothly and reduce the number of tires. Sliding friction and extra shock.

According to the above aspects 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 pivotally supported on the on the first housing; and the transmission includes a second housing and a first shaft fixed to the second housing, wherein the first housing is pivotable relative to the second housing around the first shaft to allow the ram air The turbine device is switched between a first deployed state and a first stowed state. In this way, the ram air turbine device is deployed during operation, so that the blades can be driven to rotate by the ram air, thereby providing driving force, and when the landing gear is retracted, the ram air turbine device can also be retracted, so that it is convenient to follow the landing gear. into the fuselage of the aircraft.

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

According to the above aspect of the present invention, preferably, the first gear set may include a first bevel gear A, a second bevel gear B, and a third bevel gear C, wherein the first bevel gear A is coupled to the first transmission shaft, and the first bevel gear A is coupled to the first transmission shaft. The triple bevel gear C is coupled to the second drive shaft, and the second bevel gear B is pivotally supported on the second housing and meshes between the first bevel gear A and the third bevel gear C. With this structure, it is possible to allow the ram air turbine device to pivot while ensuring that the transmission device works reliably in the first deployed state, and at the same time can be used to drive the first housing to a predetermined angle relative to the second housing.

According to the above aspect of the present invention, preferably, the wheel hub driving device may include a third housing and a second rotation shaft fixed to the third housing, wherein the second housing is pivotable relative to the third housing around the second rotation shaft is rotated to switch the second housing between the second deployed state and the second retracted state. In this way, it is possible to deploy the ram air turbine device when the ram air turbine device is working, so that the blades of the ram air turbine device face the flight direction, thereby providing greater driving force, and when the landing gear is retracted, the ram air turbine device can also be retracted, thereby It is convenient to be stowed into the fuselage of the aircraft along with the landing gear.

According to the above aspect of the present invention, preferably, the transmission device may further include 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 is connected to the second drive shaft, and the fourth drive shaft is rotatably supported on the third housing, and wherein, in the second deployed state, the second gear set is capable of transmitting motion of the third drive shaft to the fourth drive axis. With this structure, it can be ensured that in the second deployed state in which the blades of the ram air turbine device face the flight direction, the driving force is more reliably transmitted from the plurality of blades via the first transmission shaft, the second transmission shaft and the first transmission shaft by means of the mechanical transmission structure. The third drive shaft transmits to the fourth drive shaft.

According to the above aspect of the present invention, preferably, the second gear set may include a fourth bevel gear A and a fifth bevel gear B, wherein the fourth bevel gear A is coupled to the third transmission shaft, and the fifth bevel gear B is coupled to The fourth drive shaft, and the fourth bevel gear A and the fifth bevel gear B mesh. With this structure, the power can be allowed to be reliably transmitted from the third transmission shaft to the fourth transmission shaft via the mechanical structure, and at the same time can be used to drive the second housing to a predetermined angle with respect to the third housing.

According to the above aspect of the present invention, preferably, the wheel hub driving device may further comprise a driving gear drivingly connected to the fourth transmission shaft, and the wheel comprises internal teeth provided on the wheel hub to form a ring gear, wherein the driving gear The gears are capable of meshing with the ring gear. In this way, the rotation of the blades of the ram air turbine device is mechanically transmitted to the drive gear via the transmission, which in turn drives the hub to rotate via the ring gear.

According to the above aspect of the present invention, preferably, the aircraft wheel drive device may further include an actuating device, the actuating device is drivingly connected between the aircraft landing gear and the transmission device, so that the aircraft wheel drive device is in the second deployed state and Switch between the second retracted states and remain in the second unfolded state or the second retracted state. In this way, when the landing gear is opened, the aircraft wheel drive can be controlled to switch to the second deployed state, so that the ram air turbine device is in operation and power is transmitted to the aircraft hub, and when the landing gear is retracted, the aircraft wheels are controlled The drive is switched to the second retracted state to reduce drag and ensure flight safety.

According to the above aspect of the present invention, preferably, the aircraft wheel drive device may further include a first actuator attached between the first housing and the second housing, so that the aircraft wheel drive device is in the first deployed state and the first stowed state and remain in the first deployed or first stowed state, and the aircraft wheel drive further includes a second actuation attached between the second housing and the third housing so that the aircraft wheel drive device is switched between the second deployed state and the second retracted state, and maintained in the second deployed state or the second retracted state. Thereby, the aircraft wheel drive device can be brought into the deployed state when in operation or the respective retracted states when not in operation, as desired.

In accordance with the above aspects of the invention, the aircraft wheel drive may alternatively or additionally further comprise a power generator and an electric motor electrically connected to each other, wherein the power generator is drivingly connected to the ram air turbine and the electric motor is drivingly connected to Wheel 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 wheel hub drive device can be driven by the electric motor, thereby simplifying the structural complexity of the transmission device. In addition, the power generation device can also be connected to the aircraft's on-board power circuit. , to be used as emergency power or supplementary power.

According to the above aspect of the present invention, preferably, the aircraft wheel drive device may further include an electrical energy storage system, which is electrically connected to the power generating device and the electric motor, respectively. In this way, the excess electric energy generated by the power generating device can be stored, so that the rotation speed of the wheels is not affected by the wind speed, and can be in an optimal rotation speed state, so that the impact load of the aircraft is minimized when it lands. In addition, during the taxiing phase on the ground, the electrical energy storage system can also be used to supply power to the electric motor to drive the aircraft to taxi on the ground.

According to the above aspects of the present invention, preferably, in order to facilitate the storage and reuse of electrical energy, the electrical energy storage system includes a battery, an inverter and a rectifier, wherein the rectifier is electrically connected between the power generating device and the battery, and the inverter An electrical connection is made between the electric motor and the battery.

According to the above aspect of the present invention, preferably, the aircraft wheel drive device further comprises a transmission, and the transmission is arranged between the ram air turbine device and the transmission device. With the aid 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 wheels of the aircraft, the working efficiency of the ram air turbine device can be improved, and the external dimension 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, the wheel speed control system may include the aircraft wheel drive device, the controller, the wheel speed sensor and the aircraft speed sensor according to the above aspects, wherein the control The controller controls the transmission or transmission to adjust the drive speed of the hub drive according to the flight state 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 speed of the aircraft to minimize tire sliding friction and additional shock.

According to the above aspects of the present invention, preferably, the wheel speed sensor measures the rotational speed of the wheels and sends the rotational speed to the controller, so that the controller can adjust the rotational speed of the wheels based on the difference between the rotational speed of the wheels and the speed of the aircraft. In this way, a closed feedback system is formed to increase or decrease the rotational speed of the wheels as required.

According to another aspect of the present invention, there is provided a control method for controlling the speed of a wheel by the aircraft wheel drive device according to the above aspect, the method may include the following steps:

Determine whether the aircraft is in a ready-to-land state;

Sensing the flight speed of the aircraft;

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

Make the rotational speed of the wheels correspond to the flying speed of the aircraft.

Through this method, the wheels can be pre-accelerated before the aircraft lands, which allows the tires to touch the ground smoothly, reduces tire sliding friction and additional shock, increases tire life, reduces damage to aircraft structures from landing shocks, and increases occupant/passenger safety. comfort.

Therefore, the aircraft wheel drive device of the present invention can meet the usage requirements and achieve the predetermined purpose.

Description of drawings

In order to further clearly describe the aircraft wheel drive device according to the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments, in the accompanying drawings:

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

2 is a schematic diagram of an aircraft wheel drive according to a first non-limiting embodiment of the present invention, wherein the ram air turbine device is in a first stowed state and the second housing is in a second stowed state;

3 is a schematic cross-sectional front view of a portion of an aircraft wheel drive including a first shaft according to a first non-limiting embodiment of the present invention, wherein the ram air turbine is in a first deployed state;

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

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

6 is a schematic cross-sectional front view of a portion of an aircraft wheel drive including a second shaft according to a first non-limiting embodiment of the present invention, wherein the second housing is in a second deployed state;

7 is a schematic cross-sectional side view of a portion of an aircraft wheel drive including a second shaft according to a first non-limiting embodiment of the present invention, wherein the second housing is in a second deployed state;

8 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device including a second shaft according to a first non-limiting embodiment of the present invention, wherein the second housing is in a second retracted state;

FIG. 9 is a schematic diagram of an aircraft wheel drive device according to a second non-limiting embodiment of the present invention, wherein the ram air turbine device is in a first deployed state and the second housing is in a second deployed state;

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

FIG. 11 is a schematic diagram of an aircraft wheel drive device according to a third non-limiting embodiment of the present invention, wherein the ram air turbine device is in a first deployed state and the second housing is in a second deployed state;

12 is a schematic diagram of an aircraft wheel drive according to a third non-limiting embodiment of the present invention, wherein the ram air turbine device is in a first stowed state and the second housing is in a second stowed state;

13 is a schematic diagram of an aircraft wheel drive according to a fourth non-limiting embodiment of the present invention,

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

15 is a schematic diagram of an aircraft wheel drive according to a sixth non-limiting embodiment of the present invention.

The drawings described above are schematic only and are not drawn strictly to scale.

List of reference numbers in the figures in the figures and examples:

100 - Aircraft wheel drives, including;

10- Ram Air Turbine Unit, including;

11 - multiple blades;

12 - the first shell;

13 - the first drive shaft;

20 - Transmission, including;

21 - the second shell;

22- the first reel;

23 - the second transmission shaft;

24 - First gear set, including;

24A-First bevel gear

24B-Second bevel gear

24C - Third Bevel Gear

25 - the third drive shaft;

26- the fourth drive shaft;

27 - Second gear set, including;

27A - the fourth bevel gear;

27B - fifth bevel gear;

20A-transmission;

30 - Wheel hub drives, including;

31-Third shell

32-Second shaft

33-drive gear

40 - Actuator, including;

41 - Actuator;

42 - actuating lever;

43 - the first support;

44 - the second support;

50 - power generation device;

60 - electric motor;

70 - Electrical energy storage system;

200 - Aircraft landing gear, including;

210 - Wheels, including;

210A - ring gear;

220 - shock strut;

230 - shock absorber;

240-swing arm;

F - heading.

Detailed ways

It should be understood that the present invention may take various alternative orientations and sequences of steps unless expressly indicated to the contrary. It should also be understood that the specific arrangements shown in the drawings and in the description are merely exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, unless expressly stated otherwise, the specific orientations, directions or other physical characteristics with which the various embodiments disclosed are not to be regarded as limiting.

As known in the art, a landing gear is an accessory device on the lower part of an aircraft used to support the aircraft during take-off, landing or taxiing on the ground and for ground movement. The aircraft landing gear 200 may generally include wheels 210, shock struts 220, shock absorbers 230, and swing arms 240, wherein the shock struts 220 cooperate with the shock absorbers 230 to reduce the impact during taxiing and landing, and the wheels 210 may Connected to the shock strut 220, the swing reducing arm 240 is connected between the shock strut 220 and the shock cylinder 230 to prevent relative angular displacement therebetween.

However, during the landing process of the aircraft, the rotation speed of the wheels 210 is usually zero at the moment when the landing gear is in contact with the ground. However, due to the large relative speed between the tire and the ground, the moment when the tire and the ground contact the ground, due to the inertial force, the tire and the There will be relative sliding between the ground surfaces, and the present invention aims to reduce or avoid such relative sliding through a wheel drive device.

The aircraft wheel drive device 100 according to the present invention will be described in detail below with reference to the accompanying drawings.

1-2 are schematic diagrams of an aircraft wheel drive 100 in accordance with a first non-limiting embodiment of the present invention.

As shown, an exemplary aircraft wheel drive 100 is provided on an aircraft landing gear 200 and may include a ram air turbine assembly 10 , a transmission 20 and a hub drive 30 .

Ram air turbine arrangement 10 may be attached to shock struts 220 of aircraft landing gear 200, for example, and may include a plurality of blades 11, a first housing 12 and a first drive shaft 13 (shown in more detail in Figure 3) , wherein the first transmission 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 under the action of the windward load, which in turn drives the first transmission shaft 13 to which the blades 11 are attached to rotate synchronously, thereby generating driving force.

A transmission 20 is drivingly connected to the ram air turbine arrangement 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 will be described in detail below.

The wheel hub drive device 30 is drivingly coupled between the transmission device 20 and the wheel 210 , wherein the wheel 210 can be driven and rotated by the ram air turbine device 10 via the transmission device 20 and the wheel hub drive device 30 , so as to realize driving by the wind resistance energy when the aircraft is landing The wheels 210 rotate without needing to be powered via an onboard power supply or other power source.

According to a preferred embodiment of the present invention, the ram air turbine device 10 is foldable, eg, folded from a first deployed state to a first retracted state, so as to follow the retraction of the landing gear 200 to the aircraft when the landing gear 200 is retracted in the fuselage, and when the landing gear 200 is lowered for landing, it can be deployed to generate driving force by means of ram air.

3-4 are schematic cross-sectional front and side views, respectively, of a portion of the aircraft wheel drive device 100 including the first shaft 22 in accordance with the first non-limiting embodiment of the present invention, wherein the ram air turbine device 10 is in First deployed state; FIG. 5 is a schematic cross-sectional side view of a portion of an aircraft wheel drive device 100 including a first shaft 22 according to a first non-limiting embodiment of the present invention, wherein the ram air turbine device 10 is in a first position. A closed state.

According to a non-limiting embodiment of the present invention and as shown in the figures, the transmission 20 may include a second housing 21 and a first shaft 22 fixed to the second housing 21, wherein the first housing 12 can surround the first The shaft 22 pivots relative to the second housing 21 to switch the ram air turbine device 10 between a first deployed state and a first retracted state. As shown, in the first unfolded state, the first housing 12 and the second housing 21 may be in line, while in the first retracted state, the first housing 12 and the second housing 21 form a predetermined angle .

In the preferred embodiment shown in the drawings, the predetermined angle is about 90 degrees, for example, between 80 degrees and 100 degrees. However, the present invention is not limited to this, and any angle range that can satisfy the working conditions of the ram air turbine device 10 may be within the scope of the present invention, and preferably, the predetermined angle may be based on the flow rate of the air facing the blade 10. Adjust to obtain the desired driving force.

As shown in FIG. 3 , the transmission 20 may further comprise a second transmission shaft 23 pivotally supported on the second housing 21 and a first gear set 24 , wherein, in the first deployed state, the first gear set 24 can transmit the movement of the first transmission shaft 13 to the second transmission shaft 23 .

Specifically and according to the embodiment shown in the figures, 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 transmission shaft 23, and the second bevel gear 24B is pivotally supported on the second housing 21, for example by means of a shaft fixed in the second housing 21, the second bevel gear 24B meshes between the first bevel gear 24A and the third bevel gear 24C. In this way, the first bevel gear 24A rotates with the first transmission shaft 13, and the rotational motion is transmitted to the second bevel gear 24B meshing with it, and then the rotation of the second bevel gear 24B is transmitted to the third bevel gear 24C, thereby driving The second transmission shaft 23 rotates. It can be seen that the second bevel gear 24B is used here as an idler gear that transmits the movement.

In alternative embodiments, the first gear set 24 may include a gear that achieves driving engagement between the first drive shaft 13 and the second drive shaft 23 as the first housing 12 pivots in line relative to the second housing 21 . Other gear combinations, such as a combination of a gear connected to the first transmission shaft 13 and a ring gear connected to the second transmission shaft 23, etc.

6 and 7 are schematic cross-sectional front and side views of a portion of the aircraft wheel drive device 100 including the second shaft 32 according to the first non-limiting embodiment of the present invention, wherein the second housing 21 is in the first Two unfolded states; FIG. 8 is a schematic cross-sectional side view of a portion of the aircraft wheel drive device 100 including the second shaft 32 according to the first non-limiting embodiment of the present invention, wherein the second housing 21 is in the second closed state.

According to a non-limiting embodiment of the present invention and as shown in the figures, the wheel hub drive device 30 may include a third housing 31 and a second rotating shaft 32 fixed to the third housing 31 , wherein the second housing 21 can surround the third housing 31 . The second rotating shaft 32 pivots relative to the third casing 31 to switch the second casing 21 between the second unfolded state and the second retracted state.

As used herein, the terms "hub drive" and "wheel drive" are both devices used to drive a wheel in rotation, but "hub drive" is used to refer to a component of a "wheel drive", ie, for direct A drive device that drives the wheel hub to rotate, thereby driving the wheel to rotate.

It should be understood that, although not shown in the drawings, the first rotating shaft 22 can be supported on the second housing 21 by means of bearings, and the second rotating shaft 32 can be supported on the third casing 31 by means of bearings, so as to reduce the pivoting as much as possible. friction during rotation.

Figure 1 shows the aircraft wheel drive 100 in a fully deployed state, ie the ram air turbine device 10 is in a first deployed state and the second housing 21 is in a second deployed state. At this time, the second casing 21 is substantially perpendicular to the shock strut 220 , the first casing 11 and the second casing 21 are in a straight line and are horizontal to the heading F, and the blades 11 are facing the ram air flow at this time.

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

As shown in FIGS. 1 and 2 , in order to realize the switching of the aircraft wheel drive device 100 between the second deployed state and the second retracted state, the aircraft wheel drive device 100 may further include an actuating device 40 , and the actuating device 40 is drivingly connected between the aircraft landing gear 200 and the transmission device 20, so that the second housing 21 pivots about the second rotation axis 32, so that the aircraft wheel drive device 100 is switched between the second deployed state and the second retracted state, and Remain in the second expanded state or the second retracted state.

The actuating device 40 may be of the hydraulic or pneumatically actuated type and may include a jack 41 , a cooperating actuating rod 42 , a jack 41 pivotally connected between the jack 41 and the shock strut 220 . The first support 43 and the second support 44 pivotally connected between the actuating lever 42 and the second housing 21 .

Additionally or alternatively, in embodiments not shown in the drawings, the aircraft wheel drive device 100 may further include a first actuator attached between the first housing 12 and the second housing 21 to The aircraft wheel drive device 100 is switched between the first deployed state and the first retracted state, and maintained in the first deployed state or the first retracted state. In addition, the aircraft wheel drive device 100 may further include a second actuator attached between the second housing 21 and the third housing 31 to make the aircraft wheel drive device 100 in the second deployed state and the second retracted state switch between states and remain in either the second expanded state or the second collapsed state.

By means of the above-mentioned actuating device 40 and the first and second actuators, the aircraft wheel drive device 100 can be switched between various deployed states and retracted states as desired, and maintained in the corresponding states, thereby Reliable operation of the aircraft wheel drive 100 is ensured.

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

With continued reference to FIGS. 6-8 , as shown and in accordance with non-limiting embodiments 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 The drive shaft 25 is rotatably supported on the second housing 21 and is 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 deployment In the state, the second gear set 27 is able to transmit the movement of the third transmission shaft 25 to the fourth transmission shaft 26 .

Specifically and according to the embodiment shown in the drawings, 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 27A 27B is coupled to the fourth transmission shaft 26, and the fourth bevel gear 27A and the fifth bevel gear 27B mesh.

It should be understood that although the embodiment shown in conjunction with the accompanying drawings includes the second transmission shaft 23 and the third transmission shaft 25 provided separately, the second transmission shaft 23 and the third transmission shaft 25 may be formed as a whole, so that the The integral 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.

Additionally, in an alternative embodiment, the second gear set 27 may include a transmission between the third transmission shaft 25 and the fourth transmission shaft 26 as the second housing 21 is pivoted at a predetermined angle relative to the third housing 31 . Other gear combinations that the drive engages.

Referring back to FIGS. 1-2 , the hub drive 30 further includes a drive gear 33 drivingly connected to the fourth drive shaft 26 , and the wheel 210 includes internal teeth disposed on the hub to form a ring gear 210A, wherein, The drive gear 33 can be meshed with the ring gear 210A.

It should be understood that the first shell 12, the second shell 21 and the third shell 31 can be in any shape, but preferably, in order to reduce the wind resistance, the outer contour is shaped into a cylindrical or elliptical structure, especially is in the direction of heading F in order to reduce wind resistance as much as possible.

FIG. 9 is a schematic diagram of an aircraft wheel drive device 100 according to a second non-limiting embodiment of the present 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; FIG. 10 is a schematic diagram of an aircraft wheel drive device 100 according to a second non-limiting embodiment of the present invention, wherein the ram air turbine device 10 is in a first retracted state and the second housing 21 is in a second retracted state.

The second embodiment shown in Figures 9-10 differs from the first embodiment shown in Figures 1-2 in that the actuating device 40 is absent in the second embodiment shown in Figures 9-10 , but the switch between the unfolded state and the retracted state of the aircraft wheel drive device 100 is realized by means of the first actuator and the second actuator provided on the transmission device 20 . The first and second actuators can respectively drive the corresponding bevel gears to rotate, so that the first housing 12 pivots relative to the second housing 21 or the second housing relative to the third housing 31 Pivot and hold at a predetermined angle.

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

The third embodiment shown in Figures 11-12 differs from the first embodiment shown in Figures 1-2 in that in the third embodiment shown in Figures 11-12 the aircraft wheel drive 100 also includes 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 ram air turbine device 10. Wheel hub drive 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 to generate electricity, and the electrical energy is converted into mechanical energy to rotate the wheels 210 by the electric motor 60 and the hub drive device 30 . In this way, only the cable connection between the power generating device 50 and the electric motor 60 is required, so that the mechanical transmission structure can be omitted, or it can be used as a backup of the mechanical transmission structure, thereby improving the reliability of the system.

13 is a schematic diagram of an aircraft wheel drive 100 according to a fourth non-limiting embodiment of the present invention. In this embodiment, the aircraft wheel drive device 100 may further include a transmission 20A disposed between the ram air turbine device 10 and the transmission device 20 . The transmission 20A may be a speed reduction device for decelerating 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 wheel hub drive device 30 and increase the torque to better drive the wheels 210 to rotate. By adding the transmission 20A, the rotation speed of the ram air turbine device 10 is coordinated with the rotation speed of the wheels 210 , the working efficiency of the ram air turbine device 10 is improved, and the external dimension of the ram air turbine device 10 is reduced.

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

15 is a schematic diagram of an aircraft wheel drive 100 according to a sixth non-limiting embodiment of the present 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 can be separately arranged at the shock strut 220 of the landing gear 200, or be integrated with the electrical energy storage system of the original power supply system of the aircraft; the electrical energy storage system 70 is electrically connected with the power generating device 50 and the electric motor 60 to The electrical energy delivered by the power generating device 50 is stored and provides electrical energy to the electric motor 60 . By adding the electric energy storage system 70, the rotation speed of the wheels 210 can be not affected by the wind speed, and can be in an optimal rotation speed state, so as to minimize the impact load when the aircraft lands; in the taxiing phase on the ground, the electric energy storage system 70 can also be used as the electric motor 60. Power is supplied to drive the aircraft to glide on the ground. In addition, the electrical energy storage system 70 may also be connected to the onboard power system for use as a backup or supplement to the main power system.

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

According to a non-limiting embodiment of the present invention, a wheel speed control system may be provided, the wheel speed control system comprising an aircraft wheel drive device 100 according to the present invention, a controller, a wheel speed sensor and an aircraft speed sensor, the controller, the wheel Speed sensors as well as aircraft speed sensors may be of those types well known in the art and thus will not be discussed in detail in the present invention.

The controller may be used to control the transmission 20 or the transmission 20A to adjust the drive speed of the hub drive 30 according to the flight state of the aircraft and the aircraft speed sensed via the aircraft speed sensor.

Preferably, the wheel speed sensor measures the rotational speed of the wheels 210 and sends the rotational speed to the controller, so that the controller can adjust the rotational speed of the wheels 210 based on the difference between the rotational speed of the wheels 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, a control method for controlling the speed of the wheels 210 may also be provided, the method using the aircraft wheel drive device 100 as described above and may include the following steps:

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

Secondly, the flying speed of the aircraft is sensed, and the flying speed is also the final speed of the wheel 210 to be achieved, and the rotational speed value of the wheel 210 can be obtained according to the predetermined diameter of the wheel through the speed of the wheel 210 .

Then, based on the aircraft being in a ready-to-land state, the wheels 210 are driven to rotate through the aircraft wheel drive device 100 . For example, the rotation of the blades 11 drives the drive gear 33 to rotate through the transmission device 20 , thereby driving the ring gear 210A and the wheels 210 to rotate.

Finally, the rotation speed of the wheels 210 is made to correspond to the flying speed of the aircraft, so as to minimize the relative sliding between the tires and the ground, and minimize the impact force generated by the landing of the aircraft.

The terms "first," "second," etc. as used herein to denote an order are merely to facilitate those skilled in the art to better understand the concept of the invention as shown in the preferred embodiment, and are not intended to be used for to limit the invention. Unless otherwise stated, all order, orientations or orientations are for the purpose of distinguishing one element/component/structure from another element/component/structure only and do not imply any particular order, sequence of operations, direction unless otherwise specified or orientation. For example, in alternate embodiments, the "first axis of rotation" may be the "second axis of rotation" and the "first support" may instead refer to the "second support".

To sum up, the aircraft wheel drive device 100 according to the embodiment of the present invention overcomes the disadvantages of the prior art and achieves the intended purpose of the invention.

Although the aircraft wheel drive device of the present invention has been described above with reference to the preferred embodiments, those skilled in the art should realize that the above examples are for illustration only, and cannot be used as a limitation of the present invention. Therefore, various modifications and variations can be made to the present invention within the essential spirit of the claims, and these modifications and variations will fall within the scope of the present invention as claimed in the claims.

Claims (17)

1. An aircraft wheel drive device (100), characterized in that the aircraft wheel drive device comprises: a ram air turbine arrangement (10) attached to an 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 arrangement (10); and a hub drive (30) drivingly coupled between the transmission (20) and the wheel (210), Wherein, the wheel (210) can be driven and rotated by the ram air turbine device (10) via the transmission device (20) and the wheel hub drive device (30). 2. The aircraft wheel drive device (100) according to claim 1, characterized in that, The ram air turbine device (10) includes 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 pivotably supported on said first housing (12); and The transmission device (20) comprises a second housing (21) and a first rotating shaft (22) fixed to the second housing (21), Wherein, the first casing (12) can be pivoted relative to the second casing (21) around the first rotation axis (22), so that the ram air turbine device (10) is deployed in the first state and the first retracted state. 3. The aircraft wheel drive device (100) according to claim 2, wherein the transmission device (20) further comprises a second transmission pivotally supported on the second housing (21) A shaft (23) and a first gear set (24), wherein, in the first deployed state, the first gear set (24) is capable of transmitting the motion of the first drive shaft (13) to the The second transmission shaft (23). 4. The aircraft wheel drive device (100) according to claim 3, 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 (24C) is coupled to the second drive shaft (23) A gear (24B) is pivotally supported on the second housing (21) and meshes between the first bevel gear (24A) and the third bevel gear (24C). 5. The aircraft wheel drive device (100) according to claim 4, characterized in that the wheel hub drive device (30) comprises a third housing (31) and a the second shaft (32), Wherein, the second casing (21) can pivot relative to the third casing (31) around the second rotating shaft (32), so that the second casing (21) is unfolded in the second Toggles between the state and the second retracted state. 6. The aircraft wheel drive device (100) according to claim 5, wherein the transmission device (20) further comprises a third transmission shaft (25), a fourth transmission shaft (26) and a second gear set (27), Wherein, the third transmission shaft (25) is rotatably supported on the second housing (21) and drivingly connected to the second transmission shaft (23), and the fourth transmission shaft (26) can be rotatably supported on the third housing (31), And wherein, in the second deployed state, the second gear set (27) is capable of transmitting the motion of the third transmission shaft (25) to the fourth transmission shaft (26). 7. The aircraft wheel drive device (100) according to claim 6, 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 (27B) is coupled to the fourth drive shaft (26) A gear (27A) meshes with the fifth bevel gear (27B). 8. Aircraft wheel drive (100) according to claim 7, characterized in that the hub drive (30) further comprises a drive gear (33) drivingly connected to the a fourth transmission shaft (26), and the wheel (210) includes 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) ). 9. The aircraft wheel drive device (100) according to any one of claims 5-8, wherein the aircraft wheel drive device (100) further comprises an actuating device (40), the actuating device (40) ) is drivingly connected between the aircraft landing gear (200) and the transmission (20), so that the aircraft wheel drive (100) is in the second deployed state and the second retracted state switch between and remain in the second unfolded state or the second retracted state. 10. The aircraft wheel drive device (100) according to any one of claims 5-8, wherein the aircraft wheel drive device (100) further comprises an aircraft wheel drive device (100) attached to the first housing (12) a first actuator with the second housing (21) to switch the aircraft wheel drive device (100) between the first deployed state and the first retracted state, and remain in said first unfolded state or said first retracted 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 drive the aircraft wheels The device (100) switches between the second deployed state and the second retracted state and remains in the second deployed state or the second retracted state. 11. The aircraft wheel drive device (100) according to claim 1, wherein the aircraft wheel drive device (100) further comprises a power generating device (50) and an electric motor (60) electrically connected to each other, wherein, The power generator (50) is drivingly connected to the ram air turbine (10) and the electric motor (60) is drivingly connected to the hub drive (30). 12. The aircraft wheel drive device (100) according to claim 11, characterized in that the aircraft wheel drive device (100) further comprises an electrical energy storage system (70) electrically connected to the electrical energy storage systems, respectively A power generating device (50) and the electric motor (60). 13. The aircraft wheel drive device (100) according to claim 12, wherein the electrical energy storage system (70) comprises a battery, an inverter and a rectifier, wherein the rectifier is electrically connected to the power generating device (50) and the battery, and the inverter is electrically connected between the electric motor (60) and the battery. 14. The aircraft wheel drive device (100) according to claim 1, characterized in that, the aircraft wheel drive device (100) further comprises a transmission (20A), which is provided in the ram air turbine device (10). ) and the transmission device (20). 15. An aircraft wheel speed control system, characterized in that the wheel speed control system comprises the aircraft wheel drive device (100) according to any one of claims 1-14, a controller, a wheel speed sensor, and an aircraft A speed sensor, wherein the controller controls the transmission (20) to adjust the drive of the hub drive (30) according to the flight state of the aircraft and the speed of the aircraft sensed via the aircraft speed sensor speed. 16. The aircraft wheel speed control system according to claim 15, wherein the wheel speed sensor measures the rotational speed of the wheel (210), and sends the rotational speed to the controller, so that the control The engine 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. 17. A control method for controlling the speed of the wheel (210) by the aircraft wheel drive device (100) according to any one of claims 1-14, characterized in that the method comprises the following steps: Determine whether the aircraft is in a ready-to-land state; Sensing the flight speed of the aircraft; driving the wheel (210) to rotate via the aircraft wheel drive (100) based on the aircraft being in a ready-to-land state, and The rotational speed of the wheels (210) is made to correspond to the flight speed of the aircraft.

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