Abstract: A steering system for aircraft landing gear can be used, for example, for controlling one or more axles of a bogie style landing gear system, such as, but not limited to, a six-wheel bogie style landing gear system. The steering system includes a rack having a plurality of rack teeth. An actuator is operatively connected to move the rack in a linear direction. A pinion has a plurality of pinion teeth in meshing engagement with the rack teeth. The pinion includes a pinion body extending between the pinion teeth and a pinion pivot that is spaced apart from the pinion teeth. The actuator, rack, and pinion are configured and adapted so that linear motion of the rack imparted by the actuator results in rotation of the pinion about the pinion pivot for steering landing gear wheels.

Abstract: A wheel drive system for an aircraft that features at least one electric motor and at least one fuel cell as energy source for the electric motor, wherein the electric motor is coupleable to at least one wheel of at least one landing gear of the aircraft. The wheel drive system reduces the fuel consumption and lowers the emission of CO2 and pollutants—primarily carbon monoxide and unburned hydrocarbons. Persons, vehicles and other aircraft furthermore are not endangered by a jet blast while the aircraft is taxiing because the main engines do not have to be started until the take-off and landing strip is reached. The operation of the wheel drive system furthermore leads to a reduced noise pollution.

Abstract: An e-Taxi system has a landing gear wheel and a motor for the landing gear wheel. A main controller communicates with an aircraft tiller, which is operable to send signals to the main control relative to desired steering through the landing gear wheel. A disable/enable switch selectively enables or disables the e-Taxi drive of the landing gear wheel and a reverse/forward switch is provided comparable to demand a desired direction of drive of the landing gear wheel.

Abstract: A method for reducing maintenance and increasing the effective life of an aircraft's landing gear, thereby increasing the aircraft's flight and landing cycles is provided. The present method eliminates adverse stresses and forces produced on landing gear components by the operation of a tow vehicle to tow the aircraft on the ground by providing an onboard wheel driver that is powered to drive at least one of the aircraft's nose wheels or main wheels to move the aircraft on the ground. Movement of the aircraft on the ground is controlled by the operation of the driver-powered drive wheel, eliminating the possibility of damage to landing gear components associated with tug operation.

Abstract: The invention provides an aircraft landing gear arrangement, comprising a bogie including a steerable axle pivotally mounted to said bogie. A locking mechanism is provided to lock the steerable axle in the straight ahead position, where the locking mechanism includes an over-centre linkage arrangement.

Abstract: A landing gear assembly for an aircraft, the landing gear assembly including: an elongate bogie beam; a first axle bearing having an outer part rotatably coupled to an inner part, the outer part being coupled to the bogie beam, the inner part including a mounting aperture; and an elongate axle provided through the mounting aperture of the inner part and coupled thereto, wherein the axle is coupled to the inner part of the first axle bearing in a configuration such that the longitudinal axis of the axle is spaced from the axis of rotation of the inner part, such that rotation of the inner part causes a change in the orientation of the axle relative to the bogie beam.

Abstract: A landing gear of an aircraft, including a strut including two arms forming a rotational axis for retracting the gear, a rotating tube mounted in a mobile manner such that it rotates inside the strut about a pivoting axis, a sliding rod that is mobile in a translatory manner in the rotating tube along the pivoting axis, and carries wheels of the gear at one of its ends, and at least one bearing point that is located on one of the elements of the gear at a distance from the retraction axis and can bear necessary efforts for the retraction, the bearing point being located on the rotating tube.

Abstract: An aircraft wheel assembly comprising a wheel and an aircraft taxiing actuator comprising, a first shaft for connection to a drive source, the first shaft defining a first axis and a second shaft for connection to the wheel to rotate the wheel, the second shaft defining a second axis substantially perpendicular to the first axis, in which the first shaft and second shaft are connected in driving engagement by a ball-worm gear.

Abstract: A vehicle for towing an airplane by receiving thereupon a nose landing gear of the airplane having an airplane longitudinal axis. The vehicle having a vehicle longitudinal axis and is configured to tow the airplane along a straight or curved path and comprises a controller for directing its operation, including maintaining the vehicle's in-phase position in which the vehicle longitudinal axis is parallel to the airplane longitudinal axis.

Abstract: A landing gear assembly includes a control system configured to output an amount of operation corresponding to an operated physical amount; a wheel; a landing gear supported by a frame of the aircraft, and configured to rotatably support the wheel; a steering system configured to steer the wheel using the amount of operation as a command value; and a detection sensor configured not to output a detection signal when the aircraft flies in air, and to output the detection signal when the aircraft stays on ground. When the detection sensor does not output the detection signal, or when speed of the aircraft is higher than first limitation speed, the steering system orients rotation of the wheel in a longitudinal direction of the aircraft in disregard of the amount of operation.

Abstract: An apparatus for moving parked aircraft with an omni-directional tractor via an aircraft lift dolly that is revolvably coupled thereto which includes a hinged gate to entrap the aircraft nose gear. The aircraft lift dolly may be removably detachably coupled to the omni-directional tractor or may be integral to it through two attachment points via attachment members. The aircraft lift dolly includes a lift mechanism having a lift carriage which is selectively elevated. The lift carriage includes a fixed forward chock and a rear chock that it repositioned longitudinally with respect to the forward chock and is hingedly coupled. The chocks are positioned about the aircraft nose gear without movement of the aircraft. Elevating the lift cradle elevates the chocks and the nose gear cradled therebetween.

Abstract: A steering control equipment has a controller having a provisional-target-angular-position calculating section calculating a provisional target angular position of a steering mechanism corresponding to the operation amounts of a steering handle and rudder pedals, a speed setting section setting the aircraft speed on the basis of detected ground speed and airspeed, a target-angular-position limiting section outputting the provisional target angular position as a final target angular position when the calculated provisional target angular position is equal to or lower than a limit value corresponding to the set speed and outputting the limit value as a final target angular position when the calculated provisional target angular position is larger than the limit value, and a actuating control section controlling an actuating mechanism for actuating the steering mechanism so that the output final target angular position and the actual angular position of the steering mechanism detected coincide with each other.

Abstract: Embodiments are directed to a converter for an aircraft configured to produce constant frequency power from variable frequency power received from a variable speed generator when the aircraft is in flight and to be utilized as a motor drive during taxi operations of the aircraft. Embodiments are directed to determining that an aircraft is on the ground, responsive to determining that the aircraft is on the ground, providing by a converter power to a motor drive to provide taxi operations, determining that the aircraft is in flight subsequent to determining that the aircraft is on the ground, and responsive to determining that the aircraft is in flight, producing by the converter constant frequency power from variable frequency power received from a variable speed generator.

Abstract: A vehicle driving control apparatus is provided at least with: a rudder angle varying device capable of changing a relation between a steering angle, which is a rotation angle of a steering input shaft, and a rudder angle, which is a rotation angle of steered wheels; and a trajectory controlling device for controlling the rudder angle varying device such that a trajectory of a vehicle approaches a target driving route of the vehicle. The vehicle driving control apparatus is further provided with a changing device for changing responsiveness of control by the trajectory controlling device when there is a steering input given to the steering input shaft through a steering wheel by a driver of the vehicle.

Abstract: The invention concerns a device and a method to cause the rotation of at least one wheel of the landing gear of aircraft, according to which between the supporting structure (12) of the landing gear and the brake group of the wheel is placed at least an actuator element with variable geometry (35) controlled and managed to develop such a force in order to impose an intermittent angular rotation of the wheel (15) when the brake group is operated.

Abstract: There is described a landing gear having a bogie including a elongated beam (2) for accommodating at least two axles receiving each a pair of ground engaging wheels, at least one axle (5) being pivotally mounted on the elongated beam. The landing gear further includes axle travel limitation means (10) extending between said pivotable axle and said elongated beam to be hitched up thereto, said travel limitation means being deformable one way starting from an stable and lockable state thereof corresponding to a landing position of said pivotable axle. There are also described independently lockable and actuatable telescopic struts.

Abstract: The invention relates to a device for braking and driving rotation of a wheel (1) mounted to rotate on an aircraft landing gear axle, the device comprising: a torsion tube (26) adapted to be mounted to rotate on the axle that carries the wheel; a stack of disks (30) including first disks having means for constraining them in rotation with the wheel and second disks arranged in alternation with the first disks and including means for constraining them in rotation with the torsion tube; a ring (23) carrying braking actuators (24) that are adapted to act selectively to press the disks against one another, the ring being constrained in rotation with the torsion tube in order to form a rotary portion (20) of the device; a rotary drive member (40) for driving rotation of the rotary portion (20); and finally blocking means (51, 52) for selectively blocking rotation of the rotary portion, which means are independent of the rotary drive member.

Abstract: Systems and methods are disclosed for parking brake systems for use in, for example, an aircraft. In this regard, a system is provided comprising a parking brake system for an aircraft comprising an electric motor coupled to a high gear ratio transmission, a first clutch for engaging the electric motor to a propulsion transmission, and a second clutch for engaging propulsion transmission to an aircraft wheel. The high gear ratio transmission has a gear ratio sufficient to maintain the aircraft wheel in a stationary position.

Abstract: The invention relates to a method of managing movement of an aircraft on the ground, the aircraft including at least one left main undercarriage and at least one right main undercarriage, each comprising wheels associated with torque application members for applying torque to the wheels in response to a general setpoint, the general setpoint comprising a longitudinal acceleration setpoint and an angular speed setpoint, the method including the successive steps of braking down the general setpoint into general torque setpoints for generating by the torque application members associated with each of the wheels.

Abstract: The invention relates to a device for braking/driving an aircraft wheel mounted to rotate on an undercarriage axle, the device comprising: a stack of disks comprising disks that are constrained in rotation with the wheel and that alternate with disks that are constrained in rotation with a torsion tube; a support member mounted to rotate on the axle and constrained in rotation with the torsion tube; braking actuators carried by the support member for selectively pressing the disks together; and a drive member for selectively driving the support member in rotation; the support member carrying a secondary of a transformer having a primary arranged facing the support member while being stationary in rotation, the secondary being electrically connected to the actuators and the primary being adapted to being connected to a non-DC voltage source.

Abstract: A method of taxing an aircraft with an electric taxi system (ETS) comprising of drive units producing airflow through rotors to pre-cool drive motors and produce rotation of aircraft wheels. The drive motors may be used to produce reverse motion of the aircraft and of operating the drive motors independently of one another so one can operate at a rate of speed and/or direction that is different from the second one of the drive units which may provide enhanced maneuverability of the aircraft during taxing. The drive motors may be controlled to produce regenerative power producing a deceleration of the aircraft that does not shift a center of gravity of the aircraft.

Abstract: Apparatus indicated generally at 26 is incorporated within an aircraft. The apparatus 26 includes an electric motor 28, a first drive train 30 and a second drive train 32. The first drive train 30 provides drive from the electric motor 28 for one or more of the wheels 20, allowing the electric motor 28 to propel the aircraft when taxiing. The second drive train 32 provides drive from the electric motor 28 for an aircraft system which is operational at least when the aircraft is in flight. In this example, the electric motor 28 is illustrated using the second drive train 32 for driving a compressor 34 of the ECS 24, the compressor 34 being responsible for cabin pressurization during flight. A clutch 36 allows the drive train 30 to be connected or disconnected from the electric motor 28, thereby connecting or disconnecting the drive from the electric motor 28 to the wheels 20. The clutch 36 is controlled to disconnect the first drive train 30 when the aircraft is in flight.

Abstract: A system for use in monitoring, measuring, recording, computing and transmitting the oxygen levels and identification of oxygen contamination within an aircraft telescopic landing gear strut. An oxygen sensor is mounted in relation to each of the landing gear struts as to monitor, recognize, measure and record the identification of oxygen within the telescopic landing gear struts. The amount of oxygen within each landing gear strut is measured and recorded and downloaded to the responsible aircraft maintenance department. By detecting the amount of oxygen in a strut, steps can be taken to purge the gas from the strut to minimize corrosion of strut components and to prevent internal combustion of the gas and oil in the strut.

Abstract: The invention relates to a method of powering at least one brushless DC electric motor having a plurality of phases for powering, the method including the steps of associating a static contactor with the motor for taking input voltage pulses and delivering polyphase voltage pulses to the motor in a manner that is servo-controlled to the angular position of the rotor of the motor, and for generating from a DC voltage source voltage pulses of frequency that is fixed and at a duty ratio that is controllable, thereby forming the input voltage pulses to the static contactor.

Abstract: 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.

Abstract: A landing gear for an aircraft has a set of axially spaced wheels rotatable about a common axis drive by a transverse flux drive. In another feature, a transverse flux drive includes a first rotor and a second rotor. One of the first and second rotors is positioned radially inwardly of the other. A single stator is positioned radially intermediate the first and second rotors. In another feature, a landing gear combination for use on an aircraft has a nose wheel assembly including at least one nose wheel to be associated with a nose cone on an aircraft. A main landing gear assembly is also associated with the aircraft. A transverse flux motor provides on-ground propulsion and/or braking to the aircraft.

Abstract: The device of this invention comprises a revolution drive disc 20 which has a rubber ringed plate 21 and plural fins 22. The fins 22 are obliquely attached on the outside surface of the ringed plate 21 so that torque by the fin 22 at the lower side of the tire in the direction same as the revolution of the wheel after landing is larger than the torque by the fin 22 at the upper side of the tire in the direction reverse to the revolution of the wheel after landing. The revolution drive disc is adhered on the side surface of the tire 17 through the rubber group adhesive. The wheel of the airplane, drawn out from the body, rotates in the direction same as the revolution of the wheel after landing due to the atmospheric air flow by the flight before landing.

Abstract: Disclosed a towbarless airplane tug and method of operating thereof.

Abstract: A pedal operated apparatus controls an aircraft rudder during flight using a mechanical linkage and controls a nose wheel power steering system while the aircraft is on the ground. The apparatus includes a pair of foot pedals operatively connected to the rudder and also connected to the power steering system. Springs are operatively connected to the pedals only when the aircraft is on the ground to center the nose wheel after a turn. The springs are operatively disconnected when the aircraft is in flight.

Abstract: A method is provided for determining a relational speed and position of two moving components, preferably an aircraft landing gear drive wheel, a component of the drive wheel, a drive means driving the landing gear drive wheel, or a component of the drive means, using fiber optic technology. Speed and positional information relating to the relative positions of a part of a landing gear drive wheel and a part of a drive means driving the drive wheel can be obtained to ensure their proper engagement or interaction. A single optical fiber preferably provides information relating to drive wheel speed, drive means speed, drive wheel position, and drive means position, therefore enabling efficient autonomous ground travel of an aircraft equipped with this system. The present method can also be employed to monitor aircraft wheel speed in aircraft that use thrust from the engines to move an aircraft on the ground.

Abstract: A method for improving the efficiency of airport deicing operations is provided. The present method equips aircraft using an airport with onboard non-engine drive means powered to drive one or more landing gear wheels to move the aircraft on the ground autonomously during taxi without reliance on the aircraft's engines. Decreasing or substantially eliminating the operation of aircraft engines during taxi substantially eliminates the likelihood that ice, snow, slush, and other runway contaminants moved by the jet blast produced by aircraft engine operation during taxi will be sprayed from the runway onto surfaces of taxiing aircraft, both prior to deicing and after deicing. Deicing operations can be conducted more quickly, and repeated deicing operations on a single aircraft can be avoided.

Abstract: The invention provides a steering resetting method for an aircraft undercarriage that includes a leg in which a steerable bottom portion is mounted to slide against a suspension force generated by a shock absorber, the undercarriage being provided with a controllable steering member for causing the steerable bottom portion to swivel in response to an angular position setpoint, the undercarriage also including at least one angular position sensor adapted to generate an electrical signal representative of the angular position of the steerable bottom portion and suitable for use in controlling the steering member; the method comprises the step, performed when the steerable bottom portion is in an indexed angular position while the aircraft is in flight and the undercarriage is fully extended, of setting the electrical signal from the sensor to a determined reset value.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: A vehicle suitable as both a road vehicle and an aircraft, which includes two units that can be coupled to one another; a first unit embodies a road vehicle with least single-file seating, and a second unit is embodied as a flight unit.

Abstract: The invention relates to a powered wheel system for an aircraft, comprising at least one undercarriage with several rotatably held wheels, with the powered wheel system comprising two or more motors of which in each case at least one motor is coupled to at least one of the wheels, and comprising at least one control device that is coupled to the motors. A control device is equipped to control operation of the motors independently of each other as far as their respective rotary speeds and direction of rotation are concerned, so that the system is able, among other things, to effect taxiing; by means of rotary speed differentials on different motors to be able to steer the aircraft; prior to landing to bring the wheel circumference speeds to landing speed; and to boost the undercarriage brakes of the aircraft. Furthermore, by means of an improvement of the system according to the invention, the rotary speeds of the wheels may be determined with precision.

Abstract: A method for improving ground movement capability and enhancing stealth in unmanned aerial vehicles is provided. The present method comprises providing, in an unmanned aerial vehicle equipped with wheels, one or more onboard drive means capable of translating torque through the vehicle wheels and controllable to move the unmanned aerial vehicle on the ground without reliance on the unmanned aerial vehicle main motive power source. The onboard drive means is controllably powered by a power source with substantially no acoustic signature to move the unmanned aerial vehicle quietly on the ground with only a minimal audible or visible footprint. This method provides a significant expansion of ground movement capability and expands the potential ground uses of unmanned aerial vehicles, particularly in military applications. The present method can also be applied to move any manned aerial vehicle or aircraft on the ground with only minimal audible or visible footprints.

Abstract: An airplane tug for receiving a landing gear of an airplane. Tug comprises a chassis for receiving the landing gear, a propulsion arrangement for moving tug, force sensor(s) for measuring a force exerted by the chassis on the gear due to a speed differential between tug and airplane, and a controller for altering movement parameter(s) of tug for maintaining the force below a value. Propulsion arrangement comprises a variable angle swash plate hydraulic pump coupled to a variable angle swash plate hydraulic motor and to a bypass path valve such that fluid circulates between the pump and motor to activate the arrangement to increase the speed and/or traction force when bypass path is in a closed state, and the fluid circulates across the motor via the valve to reduce a rotational speed and/or traction force of the tug when the path is in an opened state.

Abstract: A drive unit (16) for an aircraft running gear (2) having at least a first wheel (4) and a second wheel (6) on a common wheel axis (A) is characterized in that the drive unit (16) is drivingly coupleable to the first and second wheels (4, 6) such that a direction of longitudinal extension (C) of the drive unit (16) is in a plane orthogonal to the common wheel axis (A).

Abstract: A system and method for setting, controlling, or maintaining a selected taxi speed and route for one or more aircraft equipped with an onboard non-engine powered drive means powering one or more aircraft wheels to move the aircraft during taxi is provided. Taxi speed and/or route can be set, maintained, or controlled by the aircraft pilot or ground traffic control in conjunction with taxi speed and travel of other aircraft and ground vehicles. A pilot activates a speed control to set and control taxi speed. The aircraft will automatically travel on the ground at that speed without input from the pilot until it is necessary to change the speed manually or automatically. Airport ground traffic control can generate taxi profiles for all non-engine driven aircraft to automatically control, subject to pilot capability to override, the taxi of multiple aircraft at an airport in conjunction with ground vehicle movement.

Abstract: An aircraft comprising a fuselage, a vessel associated with the fuselage, a propulsion system associated with the fuselage, and a lift system. The vessel is capable of storing a pressurized gas compressed to a density that allows the aircraft to operate under water. The lift system is capable of providing the aircraft lift to fly in air.

Abstract: An actuator comprises a shaft 12 arranged to be driven for rotation by an electrically powered motor 18, a sleeve 22 encircling at least part of the shaft 12 and carrying a toothed rack formation 26, and a low friction screw coupling 36 between the shaft 12 and the sleeve 22 and arranged such that rotation of the shaft 12 drives the sleeve 22 for axial movement, wherein the low friction screw coupling 36 is adjacent and aligned with the rack formation 26.

Abstract: An aircraft versatile power system (1) comprises an air breathing engine (2), a power converter (6), and a motor (4). The power converter (6) transforms shaft motion provided by the air breathing engine (2) into another type of energy. The motor (4) uses the energy provided by the power converter (6) to move a motor shaft (14), and the motor shaft (14) turns the landing gear wheels (3), generating aircraft movement. The air breathing engine (2) also produces thrust, enabling an aircraft dual propulsive operation either by the landing gear wheels (3) movement, or by direct thrust through the nozzle (25).

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: The invention relates to a device for driving at least one landing gear wheel of an aircraft by means of a wheel motor, which is intended to be used in the stage when the aircraft is traveling on the ground, said aircraft having turbojet engines (1) attached to the main wing. The device comprises at least one power source (6, 8), and one power transmission line between the power source and the wheel motor. The power source (6, 8) is arranged adjacently to a turbojet engine (1) attached to the main wing of the aircraft, and comprises disengageable means (7) enabling the power source to be mechanically connected to the rotating portion of the turbojet engine (1), the power source being sufficient to act as a starter for the turbojet engine (1).

Abstract: The aircraft includes an undercarriage having an upper portion, at least one wheel for running on the ground, and a shock absorber connecting the wheel to the upper portion. The aircraft also includes a motor for driving the wheel, the motor being rigidly fastened to the upper portion.

Abstract: The aircraft includes at least one engine suitable for propelling the aircraft in flight, at least one motor of an undercarriage, and automatic means arranged to cause the aircraft to taxi under drive directly from the engine, while simultaneously using the motor for taxiing, other than during takeoff or landing.

Abstract: There is described a landing gear having a bogie including a elongated beam (2) for accommodating at least two axles receiving each a pair of ground engaging wheels, at least one axle (5) being pivotally mounted on the elongated beam. The landing gear further includes axle travel limitation means (10) extending between said pivotable axle and said elongated beam to be hitched up thereto, said travel limitation means being deformable one way starting from an stable and lockable state thereof corresponding to a landing position of said pivotable axle. There are also described independently lockable and actuatable telescopic struts.

Abstract: A landing gear (10), including: a bogie beam (12); an axle (14) pivotally connected to the bogie beam (12); a locking member (40) coupled to the axle (14) such that movement of the axle (14) invokes movement of the locking member (40), said movement of the locking member (40) defining a swept volume; and a locking mechanism (60) coupled to the bogie beam (12) and including first (65a) and second glide members, (65a, 65b) the locking mechanism (60) being arranged to move the glide members (65a, 65b) between locking positions, where glide members (65a, 65b) are within the swept volume on opposing sides of the locking member (40) and in which position the locking mechanism (60) is arranged to lock the locking member (40) in a pre-determined position, and non-locking positions, where the locking mechanism (60) is arranged permit movement of the locking member (40).

Abstract: The invention disclosed is a self-propelled aircraft undercarriage for driving an aircraft on the ground, comprising: an axle; a strut supporting said axle; at least one wheel rotatably mounted on said axle; and drive means for driving said at least one wheel; characterized in that said drive means is disk shaped and is external to said wheel. In one embodiment of the invention, said drive means is mounted on said axle between said strut and said wheel. In a second embodiment, said drive means is mounted on said axle, on the side of said wheel furthest from said strut.

Abstract: A drive system with harmonic drive designed to meet the high power and torque requirements required to drive an aircraft independently on the ground is provided. The drive system includes an electric motor driven by a harmonic drive assembly that may be configured to be integral with the motor. This drive system with harmonic drive can be effectively installed in an existing aircraft nose wheel or main wheel without changes to other components.