If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#31
|
|||
|
|||
RST Engineering wrote: And those of us on usenet seeing a possible breakthrough in engineering technology saying, "why the hell did I spend all that time in engineering school when these uninformed idiots comparing 1950s technology on usenet have all the answers". I'm not dissing their breakthrough on motor technology at all. What I see from their publicly released design information is a system that will add at least several hundred pounds of weight to the aircraft and add significant maintenance problems to the gear as well as makeing it even more complicated than the nose gear of the B-58 and the mains on the F-111. Fixing the drive motor within the fuselage and then having to transmitt the energy from there to the landing gear, down the gear leg itself and then tee it to both wheels really drives up the complexity. The test rig is a giant strap on box hanging off of the back of the gear and uses belt drive to power one wheel. Even they admit that they encountered significant engineering problems with the test rig and the 767. One of the things they don't seem to address anywhere is how or if they are going to decouple the drive system for takeoff and landings. Also, there is no mention of the actual speeds accomplished with the system. When they get their motor package down the the point where it can be mounted within the front wheel assmeblies and keep the installed weight under a couple of hundred pounds and be able to taxi the bird at 10-15mph for several miles, then they will have a really viable product that will have everyone clamoring for it. BTW..Lufthansa tried a program for a number of years where the tugs supplied motion to the aircraft as well as airconditioning and eletrical power. The aircraft were towed ammost all the way to the hold line prior to engine start. If I remember right, what they saved in fuel and engine time costs was surpassed by labor and turn around time costs and they dropped the program. Craig C. |
#32
|
|||
|
|||
On 19 Aug 2005 15:41:47 -0700, wrote in
.com:: Fixing the drive motor within the fuselage and then having to transmitt the energy from there to the landing gear, down the gear leg itself and then tee it to both wheels really drives up the complexity. If this is the system Boeing is installing: http://www.wheeltug.gi/technology.php http://www.chorusmotors.gi/technology/ What makes you think the motor will be installed within the fuselage? |
#33
|
|||
|
|||
Larry Dighera wrote:
On 19 Aug 2005 15:41:47 -0700, wrote in .com:: Fixing the drive motor within the fuselage and then having to transmitt the energy from there to the landing gear, down the gear leg itself and then tee it to both wheels really drives up the complexity. If this is the system Boeing is installing: http://www.wheeltug.gi/technology.php http://www.chorusmotors.gi/technology/ What makes you think the motor will be installed within the fuselage? By what they have released to the press, such as the following: http://www.flightinternational.com/A...oeing+767.html I'm not sure how to make it a hotlink from the browser and system that I'm using right now, but you should be able to copy and get to the article, mainly the last paragraph. Craig C. |
#35
|
|||
|
|||
writes:
Larry Dighera wrote: What makes you think the motor will be installed within the fuselage? By what they have released to the press, such as the following: http://www.flightinternational.com/A...oeing+767.html "We believe the ability to integrate it into a weight-sensitive application is totally feasible," adds Carman. The demonstration is not representative of a flight-worthy system, suggesting that the drive system is being temporarily integrated into the nose gear bay and undercarriage leg rather than into the fuselage. I think the reporter took some liberties with "suggesting that..." Perhaps this press release will clarify their intentions. GIBRALTAR -- (MARKET WIRE) -- 09/11/2005 -- Chorus Motors plc (OTC: CHOMF) and WheelTug plc confirmed today that they have designed an initial version of a WheelTug drive that can fit within the existing nose wheel hub of a 767-class aircraft, with the goal of largely eliminating the use of tow tugs and jet engines in moving aircraft on the ground. --kyler |
#36
|
|||
|
|||
On Tue, 13 Sep 2005 03:17:02 GMT, Kyler Laird
wrote in :: Perhaps this press release will clarify their intentions. GIBRALTAR -- (MARKET WIRE) -- 09/11/2005 -- Chorus Motors plc (OTC: CHOMF) and WheelTug plc confirmed today that they have designed an initial version of a WheelTug drive that can fit within the existing nose wheel hub of a 767-class aircraft, with the goal of largely eliminating the use of tow tugs and jet engines in moving aircraft on the ground. --kyler Many thanks for the updated information. A motor in the hub design is the most elegant solution. I wouldn't have thought the motor would have sufficient torque to drive the wheels without adequate gear reduction. |
#37
|
|||
|
|||
Larry Dighera writes:
A motor in the hub design is the most elegant solution. I wouldn't have thought the motor would have sufficient torque to drive the wheels without adequate gear reduction. Exactly - the much higher than usual (5x) low-speed torque of the Chorus motors are what make them so appropriate for this application. I wish I had a kit for my Aztec! I got interested in BOREF for their licensing of Cool Chips http://www.coolchips.gi/ to keep avionics and turbine engines(!) cool. I think that's going to take awhile to develop. The motors are much more immediately exciting. --kyler |
#38
|
|||
|
|||
On Tue, 13 Sep 2005 16:17:02 GMT, Kyler Laird
wrote in :: Larry Dighera writes: A motor in the hub design is the most elegant solution. I wouldn't have thought the motor would have sufficient torque to drive the wheels without adequate gear reduction. Exactly - the much higher than usual (5x) low-speed torque of the Chorus motors are what make them so appropriate for this application. I wish I had a kit for my Aztec! Even at 5X torque, it would seem that some gearing would be necessary for a small motor to move an airliner. But there may be a way to build that into the hub also. I got interested in BOREF for their licensing of Cool Chips http://www.coolchips.gi/ to keep avionics and turbine engines(!) cool. I think that's going to take awhile to develop. The motors are much more immediately exciting. --kyler Wow! That is a breakthrough. Thanks for the information. |
#39
|
|||
|
|||
On 2005-09-13, Larry Dighera wrote:
Even at 5X torque, it would seem that some gearing would be necessary for a small motor to move an airliner. But there may be a way to build that into the hub also. Probably a planetary gear set. The motor's casing (if the armature is held still and the case allowed to rotate) could form the sun gear. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#40
|
|||
|
|||
Boeing's Electric Taxi Motor
Larry Dighera writes:
Even at 5X torque, it would seem that some gearing would be necessary for a small motor to move an airliner. But there may be a way to build that into the hub also. http://www.wallstreetcorner.com/stockpick.html I signed a non-disclosure agreement, & was therefore able to view actual tests on the product -- all I can say is that it is amazing. The WheelTug(TM) drive can fit within the existing nose wheel hub of a 767-class aircraft, with the goal of largely eliminating the use of tow tugs & jet engines in moving aircraft on the ground. [...] An economic analysis by WheelTug plc estimates that a typical WheelTug System would have a net present value to airlines of over $6 million per airplane Yeow! --kyler |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Is a Turn Coordinator an electric motor or powered by fan? | kickinwing | Piloting | 5 | June 11th 05 12:25 PM |
Cherokee Electric Pitch Trim | Jonathan Goodish | Owning | 4 | November 18th 04 02:43 AM |
Piper Arrow electric fuel-pump | MC | General Aviation | 7 | June 3rd 04 02:50 AM |
taxi in reverse? | Malcolm Teas | Home Built | 10 | February 21st 04 12:26 AM |
More on the electric verses turbojet | cdubya | Soaring | 8 | September 25th 03 09:16 AM |