Patent Application
20240199202
The present invention relates to the field of aircraft landing gears provided with at least one motorised wheel and at least one braked wheel.
Patent document FR3072943A1 describes a landing gear provided with an upper portion intended to be joined to a structure of the aircraft and a lower portion equipped with a bogie forming a beam and two axles carried at the ends of this bogie.
This landing gear comprises a strut connecting the upper portion and the lower portion. The two axles of the landing gear are perpendicular to the bogie.
The front axle is equipped with a plurality of braked wheels and the rear axle is equipped with at least one motorised wheel to enable the progression of the aircraft on the ground (taxiing).
Each motorised wheel is thus arranged to transmit moving forces to the ground and each braked wheel is arranged to transmit the braking forces to the ground.
A damper is connected on the one hand to the bogie and on the other hand to the strut to damp a pitching movement of the bogie with respect to the leg, the braked and motorised wheels being simultaneously moved during the pitching movement of the bogie with respect to the strut.
The distribution of ground forces between the braked wheels at the front and the motorised wheels at the rear is difficult to control with this single damper coupled to the bogie. As a result, each motorised wheel is likely to undergo significant accelerations/shocks during the take-off and landing phases, which requires taking significant margins relative to the dimensioning of the motorised wheels. 1 Translation of the title as established ex officio.
An object of the present invention is to propose a landing gear making it possible to limit the risk of damaging a motorised wheel at the time of the take-off and landing phases.
To this end, the invention relates to an aircraft landing gear having an upper portion intended to be joined to a structure of the aircraft and a lower portion provided with first and second axles, the first axle being equipped with at least one braked wheel and the second axle being equipped with at least one motorised wheel, the landing gear comprising a strut having a upper end belonging to the upper portion of the landing gear and a lower portion belonging to the lower portion of the landing gear.
The landing gear according to the invention is essentially characterised in that it comprises a main arm mounted so as to pivot with respect to the strut via a pivot connection, said first axle being fixed to this main arm at a distance from the strut and the second axle being fixedly connected to the leg, the landing gear comprises a main actuator arranged to act on the main arm so as to move the first axle between a position remote with respect to the upper portion and a position close with respect to the lower portion, in the close position the braked and motorised wheels are arranged so as to be able to be simultaneously in contact with a running surface and in the remote position the braked and motorised wheels are arranged so that each braked wheel equipping the first axle can be in contact with the running surface while each motorised wheel equipping the second axle remains at a distance from this running surface.
For the understanding of the invention:
With the landing gear according to the invention, the first axle equipped with one or more braked wheels is carried by the main arm which pivots relative to the landing gear strut under the effect of the main actuator.
Depending on the movement of the main arm with respect to the strut, one can simply either bring the braked and motorised wheels into contact with the ground running surface or move the motorised wheel away from this running surface so that only the braked wheel(s) is/are in contact with the running surface.
Thus, the main mechanical forces transmitted, via the strut, from the aircraft to the ground, pass via the only braked wheels carried by the first axle.
In addition, as long as the motorised wheel is not brought into contact with the ground, it belongs to a suspended part of the landing gear that is carried via the main arm.
Upon landing, the braked wheel is in contact with the ground and the motorised wheel is away from the ground, the main shocks and forces transmitted via the strut thus transiting via the first axle and the braked wheel(s) without ever passing through the second axle and the motorised wheel.
The motorised wheel is thus protected from many risks of failure and it can be dimensioned as accurately as possible to be able to transmit a predefined maximum motor torque within a predefined speed range.
It is thus possible to limit the mass of the motorised wheel to that which is just necessary.
Moreover, during all the taxi phases of the aircraft, the aircraft is at least carried by the braked wheel(s) equipping the first axle while each motorised wheel on the second axle can be selectively moved with respect to the running surface by moving the main arm under the effect of the main actuator.
As long as the taxiing conditions do not enable a contact of the motorised wheel on the running surface (for example, because the aircraft moves at a to high speed), a distance can be kept between the motorised wheel and the running surface, so that only one braked wheel stay into contact with the running surface.
When the taxiing conditions so allow, it can be decided to control the main actuator to put the running surface in contact with the motorised wheel(s) equipping the second axle in addition to the braked wheel(s) equipping the first axle.
The control delivered to the main actuator makes it possible to adjust the distribution of the forces applied to the ground via the strut between the portion of forces transiting via the first axle and the braked wheel(s) and the portion of forces transiting via the second axle and the motorised wheel(s) equipping this second axle.
Thus, by means of the invention, the forces applied to the motorised wheel can be adjusted via a control delivered to the main actuator.
Typically, during the landing, take-off or high-speed taxiing phases, each motorised wheel of the landing gear is kept away from the running plane to preserve these motorised wheels.
By means of the invention, the motorised wheel is then protected against accelerations or impacts of too high strength.
The invention also makes it possible to dispense with disengagement means of the motorised wheel with respect to the engine, since aircraft speed conditions can be chosen, required to bring the motorised wheel into contact with the ground.
The size of the motorised wheel can be adapted to the sole need of moving the aircraft (pulling or pushing the aircraft).
The motorised wheel/tyre assembly and the whole kinetic chain between this wheel and the engine is subjected to speeds and forces which are a lot lower than the braked wheels, which makes it possible to reduce the risks of damaging the motorised wheel.
Being able to distance the motorised wheel with respect to the running surface during braking phases, makes it possible to not degrade the braking performance.
It can also be considered that the movement of each at least one motorised wheel by the main actuator is synchronised with the aircraft speed, this synchronisation being able to occur with a relaxed precision with respect to the synchronisation precision normally required to manage a motorised wheel clutching with its engine.
The synchronisation/transmission error can be recovered by the flexibility and the sliding of the motorised wheel tyre.
Another advantage of the landing gear according to the invention is that it can be optionally installed on an existing aircraft landing gear that would have a first axle carried by a main arm that pivots relative to the strut.
In this case, it is sufficient to fix on a lower portion of the strut, a second axle equipped with a motorised wheel so that this motorised wheel can be selectively moved away from the running surface by varying, under the effect of the main actuator, the orientation of the main arm with respect to the strut.
To this end, a fastening interface of the second axle that is removable with respect to the strut could be used.
An fastening interface could, for example, take the form of a flange tightening a lower portion of the strut, this strap being able to come into contact and possibly be fixed against a pivot pin serving as a pivot connection between the main arm and the strut.
Alternatively, the strut may include a forged portion in a structural part of the strut to form a radial protrusion of the strut arranged to assemble the second axle thereto.
Preferably, the first axle is exclusively equipped with braked wheel and does not support any motorised wheel.
Preferably, the second axle is exclusively equipped with a motorised wheel and does not support any braked wheel.
According to a second aspect, the invention also relates to an aircraft comprising at least one landing gear according to any one of the landing gear embodiments according to the invention.
This aircraft is arranged to selectively adopt first and second aircraft configurations, distinct from one another.
In the first aircraft configuration, said at least one braked wheel on the first axle and said at least one motorised wheel on said second axle are simultaneously in contact with a running surface to enable the taxiing of the aircraft.
In the second aircraft configuration, said at least one braked wheel on the first axle is in contact with the running surface while said at least one motorised wheel on said second axle is away from this running surface, the passage of one of these aircraft configurations to the other of these aircraft configurations being done by actuation of said main actuator.
The aircraft according to the invention benefits from the advantages associated with the landing gear according to the invention.
Other characteristics and advantages of the invention appear clearly from the following description that is given by way of non limiting indication and with reference to the accompanying drawings, in which:
The landing gear according to the invention is substantially illustrated by
The landing gear 1 of the aircraft 2 comprises an upper portion 1a intended to be joined to a structure 2a of the aircraft 2 and a lower portion 1b provided with first and second axles 3, 4.
As illustrated in
Such a landing gear is arranged to selectively adopt a retracted configuration, wherein it is placed in a zone of the structure 2a of the aircraft 2 and a deployed configuration, where it extends under the aircraft 2 in order to be able to support it and enables it to taxi over the running surface P.
For this end, the landing gear may be connected to the structure 2a of the aircraft via a main pivot axis X-X of the landing gear, substantially parallel to the usual movement direction S of the aircraft.
Alternatively, the landing gear according to the invention could be connected to the structure 2a of the aircraft 2 via any other connection mechanism conventionally used.
The landing gear also comprises an operating cylinder (not shown) to control the passage of the landing gear (in this case, by pivoting the landing gear about the axis X-X) between its retracted configuration and its deployed configuration.
The first axle 3 is, in this case, a rear axle and the second axle 4 is, in this case, a front axle with respect to a usual movement direction S of the aircraft 2.
The first axle 3 is always equipped with two braked wheels 3a and the second axle 4 is always equipped with one motorised wheel 4a.
Each braked wheel 3a is adapted to taxi over the running surface P and thus, on the one hand, support a portion of the weight of the aircraft 2 during landing, during the taxiing of the aircraft and during the take-off and, on the other hand, transmit a braking force of the aircraft when a brake associated with a braked wheel is actuated.
Each motorised is adapted to transmit a moving force of the aircraft (force causing the movement of the aircraft) when the motorised wheel is put in contact with the surface P and when the engine associated with this motorised wheel 4a is activated.
These first and second axles 3, 4 are parallel to one another, such that each wheel 3a on the first axle can rotated about a main axis of the first axle 3 and that each wheel 4a on the second axle 4 can rotate about a main axis of the second axle, these main axes of the first and second axles 3, 4 being parallel to one another.
The landing gear 1 comprises a strut 10, an upper end of which belongs to the upper portion 1a of the landing gear 1 and a lower end of which belongs to the lower portion 1b of the landing gear.
The landing gear 1 also comprises a main arm 30 which is pivotably mounted with respect to the strut 10 via a pivot 41 which is in this case located close to the lower end of the strut 10.
This main arm 30 is pivotably mounted with respect to the strut 10 to only enable a pitching movement of this main arm 30.
It should be noted that a pitching movement is a movement of rotation about a transverse axis of the landing gear.
The first axle 3 is fixed to the main arm 30, at a distance from the strut 10.
The landing gear 2 comprises a main actuator 50 arranged to move the second axle 3 between a remote position and a close position with respect to said upper portion 1a while the second axle stay stationary with respect to the upper portion of the landing gear.
In the remote position shown in
In the close position shown in
In other words:
The main actuator 50 is, on the one hand connected (via a first pivot connection Pvt1) to the strut 10 and on the other hand, connected (via a second pivot connection) to said main arm 30 to, on the one hand control the orientation of the main arm 30 with respect to the strut 10 and on the other hand, dampen the pivot movement of this main arm 30 with respect to the strut 10 and thus dampen movements of the first axle 3 with respect to the strut 10.
Thus, the movement of the first axle 3 with respect to the strut 10 is damped by the damper 51 of the main actuator 50.
Therefore, as long as the first axle is in its remote position with respect to the upper portion of the landing gear 1a, the strut 10, the second axle 4 and the motorised wheel 4a equipping this second axle 4 belong to a suspended and damped part of the landing gear.
The equipment which is fixed to the suspended portion is thus protected from vibrations/shocks caused during the landing.
The second axle 4 is rigidly fixed to the strut 10 in greater proximity to the lower end of the strut than to the upper end of the strut 10.
In the present example, the lower end of the strut has a portion 10c radially offset from a longitudinal axis z-z of the strut 10.
This radially offset part 10c extends on the front side of the strut in the direction S of movement of the aircraft and the second axle 4 is fixedly mounted on this radially offset part of the strut 10.
In this way, the motorised wheel 4a is offset towards the front of the landing gear while the braked wheels 3a are offset towards the rear of the landing gear.
The part 10c of the strut 10 is preferably a forged part of the strut 10 and the second axle 4 is rigidly fixed to this part 10c of the strut 10 to guarantee its parallelism between the axles 3 and 4.
Preferably, these braked wheels 3a are arranged on either side of the main arm 30.
To simplify the side views of the landing gear according to the invention illustrated in
It must be noted that the number of braked wheels 3a and their arrangements on the first axle 3 could vary without moving away from the scope of the present invention.
In the embodiment shown in
It can however be considered that this second axle 4 is equipped with several motorised wheels, the number and the arrangement of which could vary without moving away from the scope of the invention.
In particular, there could be two motorised wheels respectively placed on either side of the strut 10.
The strut 10, the main arm 30 and the main actuator 50 may each extend along axes which may be longitudinal and which are specific to them.
These axes may be coplanar with each other and lie in a main plane of symmetry Px of the landing gear (this plane Px is illustrated in
The pivot connections 30a, Pvt1 and Pvt2 form simple (non-slip) pivots along respective pivot directions that are parallel to each other and perpendicular to said main plane of symmetry Px.
To improve running stability and avoid the risk of interaction between the braked wheels 3a and the motorised wheels 4a, the motorised wheel(s) 4a carried by the second axle 4 are preferably positioned between and at a distance from planes, parallel to one another, in which the braked wheels 3a extend.
In the embodiment of
Preferably, each motorised wheel 4a is on the outer side of the aircraft with respect to the main plane of symmetry Px of the landing gear 1.
Each motorised wheel 4a is generally associated with an engine M which corresponds to it and which enables its drive, but it can also be considered that a motorised wheel is driven by several engines or conversely, that one same engine drives several motorised wheels.
Preferably, the engine for driving a motorised wheel 4a is an electric engine M powered by an electric power unit belonging to the aircraft.
As illustrated in
Alternatively, as illustrated in
As shown in
As is understood from
This movable wall 515 is, in this case, defined by a portion of the first sliding part 511 which forms a piston sealingly sliding in a cylinder 512a defined in the second part 512.
A peripheral seal of this piston 515 can be in contact all around this piston in the cylinder 512a defined in the second part 512.
These first and second chambers 513, 514 of the first damper 51 have respective internal volumes which vary according to a sliding position of the movable wall 515 of the damper with respect to the second sliding parts 512 of the first damper 51.
Alternatively, the movable wall 515 which delimits the two chambers 513, 514 could be defined by a portion of the second sliding part 512 which would form a piston sealingly sliding in a cylinder defined in the first part 511.
The movable wall 515 is equipped with at least one fitted passage connecting the chambers 513, 514 together to enable a passage of fluid from one of these chambers to the other of these chambers in order to dampen the movement of the first and second parts 511, 512 against one another).
The main actuator 50 also includes a linear telescopic actuator 52 of variable length to vary the orientation of the main arm 30 relative to the strut 10 by rotating the main arm 30 about the pivot connection 30a relative to the strut 10.
The telescopic actuator 52 of the main actuator 50 is a hydraulic actuator provided with a first port 521 for the passage of hydraulic fluid.
The length of this actuator 52 is variable according to a volume of hydraulic fluid taken into this actuator 52 via this first port 521 for the passage of hydraulic fluid.
The telescopic actuator 52 of the main actuator 50 comprises a first actuator rod 52a and a first cylinder 52b.
The first actuator rod 52a is sealingly slidingly mounted in this first cylinder 52b so as to define a main chamber 523 in which said port 521 for the passage of hydraulic fluid leads.
This sealing is achieved by means of an annular seal J1 extending all around the first cylinder rod 52 a, in a groove of this first rod in order to achieve sliding sealing against an internal surface of the first cylinder 52b.
The first actuator rod 52a and the first cylinder 52b together defining a secondary chamber 524 in which a second port for the passage 522 of hydraulic fluid leads.
The actuator has a passage formed between the secondary chamber 524 and a zone external to the actuator 52 through which the first rod 52a slides.
A second annular seal J2 can be fixed in an internal groove formed in this passage to seal against an annular surface of the first rod 52a to oppose the passage of fluid between the secondary chamber 524 and the zone external to the actuator via the passage through which the rod 52a passes and slides.
This telescopic hydraulic actuator 52 is a double-acting actuator of variable length between a minimum length and a maximum length.
The maximum length of the cylinder is determined in such a way that, even if the braked wheel is deflated, the motorised wheel always remains away from the running plane as long as the current length of the cylinder is maximum.
The first damper 51 is interposed between the rod of the telescopic actuator 52a and said main arm 30 in order to damp the displacement of the main arm 30 relative to the rod 52a of the actuator and thus damp the pivoting of this arm 30 relative to the strut 10 about the pivot 30a.
To this end, the rod 52a and said second part 512 of the damper may constitute a single part, thereby facilitating the connection between the actuator 52 and the damper 51.
The minimum length of the telescopic hydraulic actuator 52 is reached when the main actuator rod 52 is abutted against a first abutment formed inside the main chamber 523.
The maximum length telescopic hydraulic actuator 52 is reached when the main actuator rod is abutted against a second abutment formed inside the secondary chamber 524.
The increase in the length of this actuator 52 is achieved by intaking fluid to the main chamber 523 via the first port 521 and by backflow of fluid outside of the secondary chamber 524 via the second port 522.
The decrease in the length of this actuator 52 is achieved by intaking fluid to the secondary chamber 524 via the second port 522 by backflow of fluid outside of the main chamber 523 via the first port 521.
The aircraft 2 comprises a hydraulic circuit (not represented) provided with a conduit for supplying highly pressurised hydraulic fluid connected to a hydraulic pump and a conduit for returning low pressure fluid relative to said high pressure.
The aircraft 2 also comprises a hydraulic distribution system Dis connected to the first and second ports of the actuator 521, 522 and to the supply and return conduits to selectively adopt:
According to a particular embodiment, it could be provided that the hydraulic distribution system Dis can adopt a configuration for immobilising the actuator, wherein the circulation of fluid via the first and second ports 521, 522 would be inhibited so as to prevent any length variation of the actuator 52.
When the actuator is controlled to prevent any length variation of the actuator 52, then the pivoting of the main arm 30 with respect to the strut is allowed only within a predefined damping stroke allowed by the damper 51.
This actuator 52 could also be a monostable actuator which, in the event of a hydraulic supply fault, for example in the event of a drop in hydraulic pressure in at least one of its chambers below a predefined minimum value, would force the passage of the first axle to its remote position relative to the upper portion 1a of the landing gear. In this way, in the event of a hydraulic failure, only the braked wheel could come into contact against the running surface, the motorised wheel being moved away from this surface and thus preserved.
To this end, the actuator of
Said elastic return means could comprise a spring arranged in the secondary chamber 524 to be elastically compressed therein in response to an extension of the actuator 52.
The telescopic jack 52 of the main actuator 50 may also comprise a locking system 53 shown schematically in
The locking system 53 could comprise one or more locking segments or one or more locking claws.
This locking system 53 is arranged to selectively take a locked configuration and an unlocked configuration.
In its locked configuration, the telescopic actuator 52 of the main actuator 50 is blocked to keep the first axle 3 in its remote position with respect to said upper portion 1a of the landing gear.
In its unlocked configuration, the telescopic actuator 52 is released to be able to move the first axle 3 between its remote position with respect to the upper portion 1a of the landing gear and its close position with respect to said upper portion 1a of the landing gear.
This locking system 53 is arranged to pass from its locked configuration to its unlocked configuration in response to an unlocking control.
In the present case, the unlocking control consists of an increase in pressure of the hydraulic fluid taken in via the second port 522 for the passage of hydraulic fluid.
The locking system 53 is preferably arranged so that the passage from the unlocked configuration to the locked configuration takes place automatically during the extension of the telescopic actuator 52 when the actuator 52 has a running length equal to its maximum length.
The damper 51 of the main actuator 50 is shaped to exert a return force, forcing this damper 51 to return to an extended configuration of the damper 51. Thus, as soon as the braked wheel comes into contact against the running surface, the damper is compressed under the effect of the pivoting of the main arm and the movement of this arm is then damped.
The main actuator 50 is arranged so that when the motorised wheel 4a is in contact against the running plane, the damper 51 exerts an elastic force opposing the compression of the motorised wheel 4a against the running plane.
Thus, in order to increase the compression force of the motorised wheel 4a against the running plane P and thus increase the motor force that can be transmitted via the motorised wheel 4a, it suffices to retract the actuator 52 in order to reduce the damping force applied via the damper 51 to the main arm 30.
Conversely, in order to reduce the compression force of the motorised wheel 4a against the running surface P and thus preserve the motorised wheel 4a against a risk of overload, it suffices to extend the actuator 52 in order to increase the damping force applied by the damper 51 to the main arm 30.
The distribution of the forces supported by the strut 10 occurs between the braked wheel(s) equipping the first axle 3 and the motorised wheel(s) equipping the second axle 4 as a function of the force applied by the main actuator 50 on the main arm 30, this force itself being a function of the hydraulic pressure inside the main chamber 523 of the actuator 52.
The aircraft can also comprise a control unit UC of the landing gear which is connected to said hydraulic distribution system Dis to transmit a control Cd of the main actuator 50.
The main actuator 50 is preferably controlled via the control unit UC such that as long as the speed of the aircraft 2 is greater than a predetermined speed threshold, this main actuator 50 applies a force tending to keep the second axle 3 in its remote position with respect to said upper portion 1a of the landing gear 1.
Thus, as long as the speed of the aircraft is greater than the predetermined speed threshold, the motorised wheels 4a are necessarily away from the running surface P (ground) and only the braked wheel(s) 3a carried by the first axle 3 can come into contact with the running surface P.
The main actuator 50 is preferably controlled by the control unit UC so that when the speed of the aircraft is less than the predetermined speed threshold, the actuator 50 then applies a force tending to hold the first axle 3 in an intermediate position between its remote and close positions with respect to said upper portion 1a of the landing gear 1 so that the braked and motorised wheels can be simultaneously in contact against the running surface P to thus distribute forces transmitted via the strut to the motorised and braked wheels.
To this end, the control unit UC of the landing gear which is connected to said hydraulic distribution system Dis can be adapted to control the main actuator 50, in this case to control said actuator 52, so as to maintain it in a predetermined intermediate position in which the actuator 52 has a predetermined length in a range from said minimum length to said maximum length.
This predetermined intermediate length is calculated by a computer in order to limit the load applied via the strut to the motorised wheel below a predetermined maximum load value.
To this end, the control unit UC may be adapted to control a variation in the length of the telescopic actuator 52 and/or a variation in the damping coefficient of the damper 51 as a function of a measured value representative of a load applied by the main actuator 50 to the main arm 30 and/or as a function of a measured value representative of a current length of the damper 51 and/or as a function of a measured value representative of a current pressure in the motorised wheel and/or as a function of a measured value representative of a current pressure in the braked wheel and/or as a function of a current mass value of the aircraft to be supported by the landing gear.
Typically, the control for varying the length of the actuator 52 delivered by the control unit UC is such that when the braked and motorised wheels are simultaneously in contact with the running surface (during taxiing), then the vertical force applied to the running surface via the motorised wheel(s) 4a represents approximately 20%, within plus or minus 5%, of the total vertical force applied to the running surface via the braked wheel(s) 3a.
To do this, the length variation control of the actuator 52 can be calculated as a function of:
By virtue of this control of the main actuator 50 by the control unit UC:
As a result, when the aircraft is at minimum static load (OEW for Operating Empty Weight), as shown in
The aircraft hydraulic pressure is used to retract the actuator. This minimum pressure level of pressure in the actuator must be maintained throughout taxiing.
This aircraft configuration corresponds for the actuator to a predetermined maximum depression, i.e. a minimum predetermined intermediate length value.
When the aircraft is at maximum static load (MTOW for Maximum Take-Off Weight), as shown in
In this aircraft configuration, the necessary taxiing effort is significant. If necessary, the cylinder 52 is controlled in pressure to be in an intermediate position between the maximum stroke (at minimum aircraft load) and the locked position by the locking system 53 (the locked position is used during the landing phase in particular to ensure that when the braked wheel is in contact on the ground, the motorised wheel is then away from the ground).
The current length of the actuator is always chosen to ensure that sufficient adhesion of the motorised wheel 4a to the ground is maintained while avoiding overloading of this motorised wheel 4a.
It should be noted that the main actuator 50 could also comprise controlled adjustment means for varying the characteristics of the damper 51, such as its length and/or its stiffness, i.e. the characteristics of the damper.
For example, the variation in length and/or stiffness and/or damping of the main damper could vary according to the speed of the aircraft.
Thus, as long as the speed of the aircraft is greater than the predetermined speed threshold, this main actuator 50 could be controlled to apply a force on the main arm 30 tending to flatten the braked wheel 3a against the running surface P and to keep the strut 10 at a distance sufficiently away from the running surface P to guarantee that no motorised wheel 4a carried by the second axle 4 comes into contact with the running surface P.
However, when the speed of the aircraft 2 is less than the predetermined speed threshold, this main actuator 50 is controlled to flatten the motorised and braked wheels on the running surface P and thus adjust the distribution of the bearing forces of the aircraft, between the braked and motorised wheel(s).
In this manner, it can be guaranteed that at any moment during the taxiing of the motorised and braked wheels, each motorised wheel can transmit effective traction forces of the aircraft and that each braked wheel can support the aircraft, while transmitting effective braking forces.
Generally, thanks to the invention, during taxiing, each braked wheel 3 on the first axle remains in contact with the running surface, while said at least one motorised wheel on the second axle is selectively put into contact with the running surface P or away from this running surface P according to which the running taxiing speed is adapted, or not, to the operation of the motorised wheel.
Thanks to the invention:
| Number | Date | Country | Kind |
|---|---|---|---|
| 2105575 | May 2021 | FR | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2022/064336 | 5/25/2022 | WO |
