Coaxial contra-rotating motors for differential landing gear steering

This application relates to a steering and drive arrangement which simplifies a landing gear assembly for an aircraft.

Aircraft are typically provided with a pair of nosewheel tires which are deployable from the underside of the frame as part of the landing gear. The nosewheel tires must steer the aircraft, and must also be retractable and deployable.

To provide steering the prior art has typically required some form of hydraulic steering mechanism, and associated valves, controls, etc. Further, a lubrication system has often been required for the steering system. A drive arrangement is also required.

All of this has resulted in mechanical complexity, and has raised reliability and operational concerns.

A landing gear for an aircraft has a pair of spaced wheels, and a drive and steering arrangement operable to drive each of the wheels in either rotational direction. The drive and steering arrangement includes two permanent magnet rotors, with each of the permanent magnet rotors connected to rotate with one of the wheels. A single stator is positioned to drive both of the rotors. The drive and steering arrangement is mounted between the pair of wheels.

These and other features of the invention would be better understood from the following specifications and drawings, the following of which is a brief description.

FIG. 1 schematically shows an aircraft nosewheel.

FIG. 2 shows a combined steering and drive assembly for an aircraft nosewheel.

FIG. 3A shows a first drive scheme.

FIG. 3B shows a second drive scheme.

FIG. 3C shows a third drive scheme.

FIG. 3D shows a braking method.

FIG. 1 shows an aircraft 20 including an aircraft body 22 having a deployable and retractable landing gear 24 . A pivot point 26 is shown associated with an actuator 28 , which schematically refers to the ability for the landing gear 24 to be pulled to a stowed position within the vehicle body 22 , or extended to the illustrated landing position. A nosewheel 30 is shown.

As shown in FIG. 2 , there are actually two nosewheels, with a left nosewheel 30 L and a right nosewheel 30 R. A drive and steering arrangement 36 is provided for wheels 30 L and 30 R.

A permanent magnet motor, including a stator 44 is mounted on a shaft 52 / 54 rotating with a rotor 56 . The stator 44 is mounted on bearings 46 and 48 on the shaft 52 / 54 , respectively. The stator 44 is supported by a static support 101 . The shaft 54 is attached to rotate with the wheel 30 R.

A second rotor 38 is shown as part of the drive and steering arrangement 36 . The rotor 38 includes a shaft 53 . A pair of bearings 50 supports shaft 53 on shaft 52 in a cantilever manner. The rotor 38 is fixed to rotate with the wheel 30 L.

As shown, shaft 53 may also be supported by a bearing and a static support 100 .

Permanent magnets 40 and 42 are associated with the rotors 56 and 38 . The distinct permanent magnets 40 and 42 allow the stator 44 and its associated coils to drive the two rotors 38 and 56 in either rotational direction, and in distinct rotational directions, as necessary, and as explained below.

The use of the stator 44 and intermediate rotors 38 and 56 results in a compact and well-supported arrangement. Also, note the motor is axially intermediate the wheel 30 R and 30 L.

Electric power is supplied to the coils of the stator 44 from the aircraft. It may be taken from the aircraft's onboard 28 volt DC power supply.

The operation of the drive and steering arrangement assembly 36 is illustrated in FIGS. 3A-D .

As shown in FIG. 3A , if both wheels 30 L and 30 R are driven in a forward direction, the aircraft will move forwardly.

As shown in FIG. 3B , the wheel 30 L is driven forwardly while the wheel 30 R is driven rearwardly. In this instance, the aircraft will turn to the right.

Conversely, as shown in FIG. 3C , the vehicle is turned to the left by driving the wheel 30 R forwardly and the wheel 30 L rearwardly.

In one last method, as shown in FIG. 3D , if both wheels are driven rearwardly, this will act as an effective brake on the aircraft.

Tire pressure monitoring sensors can be integrated into the drive and steering arrangement 36 . Such sensors can be compact lightweight Hall-effect sensors utilizing the magnetic fields already established by the permanent magnet rotors.

Although an embodiment of this invention has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this invention. For that reason, the following claims should be studied to determine the true scope and content of this invention.