Apparatus and method for determining temperature characteristics of an aircraft landing gear

Abstract

An apparatus and method for determining a temperature characteristic at a first location on a wheel or brake assembly of an aircraft landing gear are disclosed. The temperature characteristic at the first location is determined using relationship information based on a first temperature at a second location of the wheel or brake assembly of the landing gear, the relationship information representing a relationship between the temperature characteristic at the first location and the first temperature. A method for determining the relationship information is also disclosed.

Description

Technical Field

[0001] This invention relates to determining the temperature characteristic at a specific location on an aircraft landing gear. Specifically, but not exclusively, this location may be the location of the wheels or brake assemblies of the aircraft landing gear. Background Technology

[0002] The landing gear wheels of an aircraft may be equipped with fuse plugs. Fuse plugs are safety devices used in sealed cavities to release pressure when high temperatures are reached. Aircraft wheels may have fuse plugs to mitigate the effects of very high gas pressure caused by the high temperatures inside the wheel's tires. Summary of the Invention

[0003] A first aspect of the invention provides an apparatus for determining temperature characteristics at a first location on a wheel or brake assembly of an aircraft landing gear, the apparatus including a processor configured to determine the temperature characteristics at the first location using relationship information based on a first temperature at a second location on the wheel or brake assembly of the aircraft landing gear, the relationship information representing the relationship between the temperature characteristics at the first location and the first temperature.

[0004] Optionally, the first position is the position of the fusible plug of the wheel of the aircraft landing gear, and the second position is the position of the brake disc of the brake assembly of the aircraft landing gear.

[0005] Optionally, the temperature characteristics include determining a second temperature at a first location; and the relationship information includes an indication of the relationship between the temperature at the first location and the temperature at the second location.

[0006] Optionally, the temperature characteristics include a defined temperature increase beyond the first temperature that the second position can withstand without causing the temperature at the first position to reach a predetermined temperature threshold.

[0007] Optionally, the processor is configured to determine the number of good braking applications that can occur during the remainder of the current braking cycle based on a determined temperature increase and a predetermined temperature increase corresponding to one or more braking applications.

[0008] Optionally, the temperature characteristics include a defined amount of energy, other than the energy absorbed at the first temperature, that the brake assembly can absorb without causing the temperature at the first position to reach a temperature threshold—this is determined using the physical properties of the brake assembly.

[0009] Optionally, the processor is configured to determine the number of good braking applications that can occur during the remainder of the current braking cycle based on a determined energy value and a predetermined energy value corresponding to one or more braking applications.

[0010] Optionally, the temperature characteristics include a defined time delay between the occurrence of a first temperature at a second location and the occurrence of a second temperature at a first location, and the relationship information includes an indication of the relationship between the defined time delay and the first temperature.

[0011] Optionally, the temperature characteristics include determined temperature change information at the first location; the relationship information includes an indication of the relationship between the determined temperature change information and the first temperature; and the processor is configured to determine the temperature distribution of the first location relative to time based on the temperature characteristics and the ambient temperature.

[0012] Optionally, the temperature change information may include the heating time constant and the cooling time constant.

[0013] Optionally, the processor is configured to determine the cooling time at the first location when the temperature drops below a reference temperature limit based on the temperature distribution.

[0014] Optionally, the processor is configured to provide indications based on temperature characteristics at the first location.

[0015] Optionally, the processor is configured to recalculate the temperature characteristics after a braking event occurs following the first temperature.

[0016] A second aspect of the invention provides a method for determining temperature characteristics at a first position on a wheel or brake assembly of an aircraft landing gear, the method comprising: inputting a first temperature at a second position of the wheel or brake assembly of the aircraft landing gear; and using relational information based on the first temperature to determine the temperature characteristics at the first position, the relational information representing the relationship between the temperature characteristics at the first position and the first temperature.

[0017] Optionally, in the method according to the second aspect, the temperature characteristics include determining a second temperature at a first location; and the relationship information includes an indication of the relationship between the temperature at the first location and the temperature at the second location.

[0018] Optionally, in the method according to the second aspect, the temperature characteristic further includes: a determined temperature increase that the second position can withstand beyond the first temperature without causing the temperature at the first position to reach a temperature threshold.

[0019] Optionally, the method according to the second aspect includes determining the number of good braking applications that can occur in the remainder of the current braking cycle based on a determined temperature increase and a predetermined temperature increase corresponding to one or more braking applications.

[0020] Optionally, in the method according to the second aspect, the temperature characteristics include a defined amount of energy, other than the absorbed energy corresponding to the first temperature, that the brake assembly can absorb without causing the temperature at the first position to reach a temperature threshold—which is determined using the physical properties of the brake assembly.

[0021] Optionally, the method according to the second aspect includes determining the number of good braking applications that can occur in the remainder of the current braking cycle based on a determined energy value and a predetermined energy value corresponding to one or more braking applications.

[0022] Optionally, in the method according to the second aspect, the temperature characteristics include a determined time delay between the occurrence of a first temperature at a second location and the occurrence of a second temperature at a first location; and the relationship information includes an indication of the relationship between the determined time delay and the first temperature.

[0023] Optionally, in the method according to the second aspect, the temperature characteristics include determined temperature change information at the first location; the relationship information includes an indication of the relationship between the determined temperature change information and the first temperature; and the method includes determining the temperature distribution of the first location relative to time based on the temperature characteristics and the ambient temperature.

[0024] Optionally, the method according to the second aspect includes determining the cooling time at the first location when the temperature drops below a reference temperature limit based on the temperature distribution.

[0025] Optionally, the method according to the second aspect includes recalculating the temperature characteristics after a braking event occurs following the first temperature.

[0026] A third aspect of the invention provides a method comprising determining information relating temperature characteristics at a first position of a wheel or brake assembly of an aircraft landing gear to a temperature at a second position of the wheel or brake assembly of the aircraft landing gear.

[0027] A fourth aspect of the invention provides an apparatus for determining a plurality of temperature parameters at a first position on a wheel or brake assembly for an aircraft landing gear, the apparatus including a processor configured to determine a plurality of temperature parameters at the first position using correlation information based on a first temperature at a second position of the wheel or brake assembly of the landing gear, the correlation information indicating the correlation between the plurality of temperature parameters at the first position and the first temperature. Attached Figure Description

[0028] Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0029] Figure 1This is a schematic diagram of an aircraft that can deploy examples of the present invention;

[0030] Figure 2 This is a schematic diagram of some components of an aircraft landing gear on which the present invention can be deployed;

[0031] Figure 3 This is a flowchart of an example method for determining the temperature characteristics at a first location on the wheel or brake assembly of an aircraft landing gear, based on an example.

[0032] Figure 4a It is a first graph of temperature versus time at the first and second positions of the wheel or brake assembly of the aircraft landing gear, based on an example.

[0033] Figure 4b It is a second graph of temperature versus time at a first position of the wheel or brake assembly of the aircraft landing gear, as shown in the example; and

[0034] Figure 5 This is a schematic diagram of a computing device used to perform an example of the method of the present invention. Detailed Implementation

[0035] Figure 1 This is a simplified schematic diagram of aircraft 100. Aircraft 100 includes multiple landing gear assemblies 102. Landing gear assemblies 102 may include a main landing gear and a nose landing gear, which can extend during takeoff and landing. Each landing gear assembly 102 includes wheels, such as wheels 104. Aircraft 100 also includes a computing system 106, which includes one or more processors and one or more computer-readable storage media. Aircraft 100 also includes a set of sensors 108, which may include sensors for measuring environmental characteristics and sensors associated with various components of aircraft 100, and the sensors 108 measure values ​​of various physical properties of the corresponding components. Although the sensors 108 are... Figure 1 The sensor 108 is represented by a single box in the schematic diagram, but it should be understood that the sensor 108 may be located at various different locations on the aircraft 100. The aircraft 100 may also include a set of indication devices 110 for providing various indications related to the aircraft 100 and environmental conditions. The indication devices may include screens displaying text and / or graphics, dials, light indicators, sound indicators that emit sounds to provide indications, etc.

[0036] Figure 2This is an example of an associated brake assembly 200 of the landing gear assembly 102 and a simplified schematic diagram of a wheel 104. The wheel 104 includes a wheel body 202 surrounded by a tire 204. The brake assembly 200 includes a plurality of brake discs 206. Each brake disc 206 includes a pressure plate 208, a reaction plate 210, and a plurality of rotors and stators, such as rotors 212 and stators 214, located between the pressure plate 208 and the reaction plate 210. In other examples, there may be... Figure 2 The diagram shows any number of rotors and stators, varying from the number shown. Rotor 212 rotates with wheel 104, while stator 214 remains stationary as wheel 104 rotates. It should be understood that the type of brake used in the aircraft landing gear depends on the characteristics of the aircraft in question, such as size and load capacity. There may be more than one wheel associated with any one landing gear component.

[0037] When the aircraft 100, supported by the landing gear assembly 102, travels along the ground, the rotor rotates with the wheel 104, while the stator, pressure plate 208, and reaction plate 210 do not rotate with the wheel 104. When braking is applied, the pressure plate 208 is pressed towards the reaction plate 210, causing the brake discs 206 to contact each other (e.g., Figure 2 (as shown in box 216), and friction is used to suppress the rotational motion of the rotor, thus generating braking force.

[0038] One or more applications of the brake assembly 200 may be referred to as a braking event. For example, a braking event may occur when the brake assembly 200 is applied by the pilot of the aircraft 100. The phase of use of the aircraft 100 during which one or more braking events may occur may be referred to as a braking cycle. For example, a landing phase that includes several braking events and a subsequent taxiing phase after landing may be a braking cycle.

[0039] When braking is applied, the temperature of the brake assembly may rise. To monitor the temperature of the brake disc 206, a temperature sensor 218 can be provided. For example, the temperature sensor 218 can be located on one of the brake discs 206. The temperature sensor 218 can be positioned in thermal contact with the brake disc that may reach its highest temperature during braking or is known to have reached its highest temperature. Figure 2 In the example, temperature sensor 218 is disposed on stator 214. Temperature sensor 218 can be any type of temperature sensor suitable for aircraft brake assemblies. For example, temperature sensor 218 is capable of operating normally within the temperature range that brake disc 206 may reach. For example, temperature sensor 218 can be a thermocouple, surface acoustic wave (SAW) sensor, eddy current sensor, resistance thermometer, strain gauge, etc.

[0040] For example, temperature sensor 218 can measure the temperature of stator 214 at given measurement intervals during a period of time during which brake assembly 200 is expected to be used. The length of the given measurement interval can vary, for example. The given measurement interval can be regular, irregular, or one period of time regular and another irregular. For example, the processor of computing system 106 can control the operation of temperature sensor 218 based on instructions stored in a computer-readable storage medium of computing system 106. The temperature measurements acquired by temperature sensor 218 can, for example, be stored in a computer-readable storage medium of computing system 108 along with associated time data.

[0041] Due to braking applications, brake assembly 200 may become very hot. For example, the temperature of brake assembly 200 may exceed 400°C. In some cases, the temperature of brake assembly 200 may exceed 750°C. For example, brake assembly 200 may be used in high-energy braking applications during the landing of aircraft 100. High-energy braking applications are those where a large amount of energy is absorbed by the brake, causing brake assembly 200 to experience significant temperature changes. For example, high-energy braking applications can cause the temperature of brake assembly 200 to rise by several hundred degrees Celsius. Components of landing gear assembly 102 near brake assembly 200 may also become hot due to the increased temperature of brake assembly 200. For example, heat energy can be transferred from brake assembly 200 to wheel 104. The increase in tire temperature leads to an increase in the internal gas pressure of tire 204.

[0042] To prevent the gas pressure in the tire 204 of wheel 104 from becoming excessively high due to this temperature increase, wheel 104 may be equipped with a safety device 220. The safety device 220 may be a device for sealing containers that releases gas pressure when high temperatures are reached. The safety device 220 may, for example, be a fusible plug 220 that, during normal operation, blocks the opening in the wheel body 202 located between the inside and outside of the tire. The fusible plug 220 may be designed to release the gas pressure inside the tire 204 when the temperature at the fusible plug location 220a increases above a temperature threshold. This, for example, can prevent damage to the tire 204.

[0043] For example, the fusible plug 220 can be made of a eutectic system. A eutectic system is a homogeneous mixture of materials having a melting temperature lower than the melting temperature of each individual material. A eutectic system requires specific amounts of each component material. The eutectic system can be in its solid state at temperatures below its eutectic temperature. However, at the eutectic temperature, the eutectic system becomes liquid. The fusible plug 220 used with the wheel 104 can be designed such that the eutectic temperature of the fusible plug 220 is the temperature threshold at which the gas pressure inside the tire 204 is expected to be released. For example, the fusible plug 220 can melt at the temperature threshold, thereby not blocking the opening in the wheel and allowing gas to escape from the tire 204. This allows gas to escape from the tire 204 when the temperature at the fusible plug location 220a reaches the temperature threshold.

[0044] The fusible plug 220 can be configured to prevent tire damage due to excessive gas pressure during the use of the aircraft 100. However, since the melting of the fusible plug 220 can cause tire leakage, this safety measure is useful when it is impossible to prevent the temperature at the fusible plug location 220a from reaching a temperature threshold. For example, in situations requiring high-energy braking (which would cause the fusible plug 220 to melt), it may not be desirable to keep the temperature at the fusible plug location 220a below the temperature threshold, and reducing the speed of the aircraft 100 may take precedence over tire leakage at 204.

[0045] However, in situations where such high-energy braking is not required, it is desirable to keep the temperature at the fusible plug position 220a below a temperature threshold. For example, it may be desirable for the pilot of aircraft 100 to adjust their braking behavior to keep the temperature at the fusible plug position 220a below the temperature threshold. For example, when the fusible plug position 220a associated with brake assembly 200 is close to the temperature threshold, it may be desirable to provide braking by a different brake.

[0046] Figure 3 This is a flowchart illustrating a method 300 for determining temperature characteristics at a first position, such as on a wheel 104 or brake assembly 200 of an aircraft landing gear 102. Method 300 includes determining the temperature characteristics at the first position using relational information based on a first temperature at a second position of the wheel 104 or brake assembly 200 of the landing gear 102. The relational information represents the relationship between the temperature characteristics at the first position and the first temperature at the second position. The temperature characteristics may include multiple temperature parameters with respect to the first position. The relational information may also be referred to as correlation information, which indicates the correlation between the multiple temperature parameters at the first position and the first temperature. Therefore, method 300 is a method for determining, for example, the temperature characteristics at a given position of the wheel 104 or brake assembly 200, for example, based on the temperature at another different position of the wheel 104 or a position on the brake assembly 200.

[0047] The first location could be, for example, any location on the wheel 104 or brake assembly 200. Method 300 could be used, for example, to determine the temperature characteristics at a location on the wheel base 202. Method 300 could be used, for example, to determine the temperature characteristics at the fusible plug location 220a. In other examples, method 300 could be used to determine the temperature characteristics at another location on the wheel 104 or brake assembly 200, such as the reaction plate 208, compression plate 210, etc. Hereinafter, the first location refers to the fusible plug location 220a.

[0048] At block 302 of method 300, a first temperature at a second location is input. The second location can be any location on wheel 104 or brake assembly 200 other than the first location, i.e., any location other than fusible plug location 220a in this particular example. For example, the second location could be stator location 214a of brake assembly 200. In other examples, the second location could be located at different parts of brake assembly 200, such as pressure plate 208, reaction plate 210, etc. In some examples, the second location could be located at a location other than brake disc 202, such as a portion of wheel base 202 other than fusible plug location 220a. For example, the second location could be a location on wheel base 202, and the first location used to determine the temperature characteristics could be a brake disc in brake disc 206. More generally, in other examples, this method can be used to determine the temperature characteristics at a first given location based on the temperature at a second given location, wherein temperature relationship information of the type described herein can be established.

[0049] According to this example, the first temperature at the second position is a temperature relative to the ambient temperature. The first temperature can be the difference between the temperature at the second position and the ambient temperature. For example, the first temperature can be the difference between the peak temperature at the second position and the ambient temperature. The first temperature can, for example, reflect an increase in temperature at the second position relative to the ambient temperature. In the following example, the second position refers to stator position 214a.

[0050] For example, the temperature characteristics at the fusible plug position 220a can be determined based on the first temperature at the stator position 214a. In the example where the stator 214 is the brake disc that reaches the highest temperature, the peak temperature at the stator position can correspond to the peak temperature of the brake assembly 200.

[0051] For example, the first temperature can be based on a temperature measurement acquired by temperature sensor 218. For instance, temperature sensor 218 can measure the temperature of stator 214 (i.e., the temperature at stator position 214a) during a braking event. The temperature measurement can have associated time data. For example, the time at which a specific temperature is generated at stator position 214a can be known.

[0052] In other examples, the first temperature may be determined based on the amount of energy absorbed by the brake during the braking event that caused the first temperature. For example, a given proportion of the kinetic energy of aircraft 100 may be absorbed by brake assembly 200 to reduce the kinetic energy of aircraft 100. For example, it should be understood that when brake assembly 200 is used, some of the kinetic energy of aircraft 100 is absorbed into brake assembly 200 to slow the motion of the aircraft, thereby causing the temperature of brake assembly 200 to rise. For example, determining the first temperature based on the amount of energy absorbed may take into account the energy absorbed by brake assembly 200 during a previous braking event and the expected cooling rate of brake assembly 200. For example, the initial temperature at stator position 214a may be determined based on the amount of energy absorbed during a previous braking event and the expected cooling rate. The peak temperature at the stator position can be determined by determining the temperature rise from the initial temperature due to the energy absorbed by the brake during the braking event that caused the first temperature. The first temperature can then be determined as the difference between the peak temperature at the stator position determined in this way and the ambient temperature. For example, the instrument 108 of the flyer 100 may include a tachometer associated with wheel 104, with brake assembly 200 associated with wheel 104. In such an example, the tachometer measures the rotational speed of wheel 104, and the energy absorbed by brake assembly 200 can be determined using the change in rotational speed relative to time. In these examples, if the mass and other physical properties (such as specific heat) of brake assembly 200 are known, the temperature change experienced by brake assembly 200 due to the energy absorbed by brake assembly 200 can be determined. It should be understood that if the mass, specific heat, and temperature change at brake assembly 200 are known, the energy absorbed by brake assembly 200 can also be calculated.

[0053] In some examples, the first temperature can be determined based on other characteristics or parameters associated with the aircraft 100. For example, the decrease in the speed of the aircraft 100 due to a braking event can be used to determine the first temperature. Those skilled in the art will understand that the energy absorbed by the brake assembly 200 can be determined based on the change in speed. This is because some of the kinetic energy of the aircraft 100 is absorbed by the brake assembly 200 when the speed of the aircraft 100 decreases. In such examples, once the energy absorbed by the brake assembly 200 has been determined, the first temperature can be determined as described above.

[0054] In some examples, a predetermined first temperature can be entered at box 302. For example, the first temperature can be specified by the processor of computing system 106 based on information stored in a computer-readable storage medium of computing system 106. For example, a predetermined value of the first temperature can be stored in the computer-readable storage medium of computing system 106 for use as input for method 300. The predetermined value of the first temperature can be determined using a braking temperature model that indicates a desired temperature change at stator position 214a. The predetermined value of the first temperature can be determined using a computing system or computing device external to aircraft 100 and subsequently stored in the computer-readable storage medium of computing system 106. In some examples, the predetermined value of the first temperature can be determined by computing system 106.

[0055] At box 304, the temperature characteristics at fuse plug position 220a are determined using relational information based on a first temperature. For example, the relational information represents the relationship between the first temperature at stator position 214a and the temperature characteristics at fuse plug position 220a.

[0056] The temperature characteristics may include, for example, a determined second temperature at the fusible plug position 220a. The determined second temperature at the first position according to this example is a temperature relative to the ambient temperature. The determined second temperature according to this example is the difference between the temperature at the first position and the ambient temperature. The determined second temperature may, for example, be the difference between the peak temperature at the fusible plug position 220a (i.e., the peak temperature at the fusible plug position) and the ambient temperature. Therefore, the determined second temperature may be an increase in temperature at the fusible plug position 220a relative to the ambient temperature. As mentioned above, components of the lifting device assembly 102 near the brake assembly 200 may also become hot due to an increase in temperature of the brake assembly 200. Therefore, the determined second temperature may, for example, be caused by a first temperature generated at the stator 214 due to braking.

[0057] Figure 4aThis is a graph of temperature versus time. The vertical axis represents temperature, and the horizontal axis represents time. In this example, curve 402 is an example of temperature versus time at stator position 214a measured by temperature sensor 218, and curve 404 is an example of temperature versus time at fuse position 220a, which has been determined according to the examples herein. Curve 404 can also be referred to as the temperature distribution of fuse position 220a relative to time. Curve 402 can be an example of temperature change at stator position 214a caused by a braking event, and temperature distribution 404 can be the subsequent change in temperature at fuse position 220a. Curve 402 shows the temperature at stator position 214a increasing from temperature 406 to temperature 408. In this example, temperature 406 is the ambient temperature. In this example, the difference between the ambient temperature 406 and the temperature 408 at stator position 214a is a first temperature ΔS. In this example, temperature 408 is the peak temperature at the stator position.

[0058] In this example, due to heat transfer from stator position 214a to fuse position 220a, the temperature at fuse position 220a increases from ambient temperature 406 to temperature 410. In this example, temperature 410 is the peak temperature at the fuse position. In this example, the difference between ambient temperature 406 and temperature 410 at fuse position 220a is the determined second temperature ΔFP. In this particular example, as from... Figure 4a As can be seen from curves 402 and temperature distribution 404, the initial temperatures at stator position 214a and fuse plug position 220a are ambient temperature 406. This can occur, for example, when a braking event is performed after a long period of time during which the temperatures at stator position 214a and fuse plug position 220a become similar to ambient temperature without using brake assembly 200. In some examples, the corresponding initial temperatures at stator position 214a and fuse plug position 220a may be different from each other and / or different from ambient temperature 406. However, for the purposes of this description, it should be understood that in such examples, the first temperature ΔS remains the difference between the peak stator position temperature 408 and ambient temperature 406, and the determined second temperature ΔFP remains the difference between the peak fuse plug position temperature 410 and ambient temperature 406.

[0059] The relationship information may include an indication of the relationship between the temperature at fuse plug position 220a and the temperature at stator position 214a. In an example where the temperature characteristic includes a determined second temperature ΔFP, the relationship information may indicate the relationship between the determined second temperature ΔFP and a first temperature ΔS. For example, the relationship information may include a mathematical relationship between the first temperature ΔS and the determined second temperature ΔFP. For example, the relationship between the first temperature and the second temperature may be expressed as an algebraic expression. For example, the relationship between the first temperature and the second temperature may be expressed as a linear function, a quadratic function, a polynomial function, a power function, a rational function, an exponential function, a logarithmic function, an exponential function, or any combination of these functions. In one example, the relationship information indicates the relationship between the first temperature and the second temperature as shown in Equation 1 below.

[0060] ΔFP=AΔS 2 +BΔS+C (1)

[0061] In Equation 1 above, ΔS is as follows: Figure 4a In the example, the first temperature, ΔFP is as follows Figure 4a In the example, the second temperature is given, and A, B, and C are constants. Therefore, Equation 1 is a quadratic function representing the relationship between the first temperature ΔS and the second temperature ΔFP. The determination of the relationship between the first temperature ΔS and the second temperature ΔFP (i.e., the combination of functions constituting this relationship) and the values ​​of the constants A, B, and C will be described in further detail below.

[0062] The values ​​of constants A, B, and C can vary, for example, according to the wear condition of the brake assembly 200. The wear condition of the brake assembly 200 can be represented by two or more different degrees of brake wear. The brake assembly 200 may be provided with a brake cooling fan 222 for cooling the brake assembly 200. The values ​​of constants A, B, and C can also vary depending on whether the brake cooling fan 222 is on or off. For example, different sets of corresponding values ​​for constants A, B, and C can exist for various combinations of the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off.

[0063] In the example where the temperature characteristics include a determined second temperature ΔFP, the determined second temperature ΔFP can be determined at box 304 using Equation 1 based on the first temperature ΔS input at box 302.

[0064] The temperature characteristics may include, for example, a defined time delay between the generation of a first temperature ΔS at stator position 214a and the generation of a defined second temperature ΔFP at fuse position 220a. The defined time delay may indicate how long it takes for fuse position 220a to reach the peak temperature 410 after stator position 214a reaches the peak temperature 408. Figure 4a The example shows the determined time delay t. 延迟 .

[0065] The temperature characteristics include a determined time delay t. 延迟 In the example, the relationship information includes the determined time delay t. 延迟 An indication of the relationship between the first temperature ΔS and a predetermined time delay t. For example, the relationship information could include the first temperature ΔS and the determined time delay t. 延迟 The mathematical relationship between them. The first temperature ΔS and the determined time delay t. 延迟 The relationship can be expressed, for example, as an algebraic expression in the case of the relationship between the first temperature and the second temperature described above. For example, the first temperature ΔS and the determined time delay t... 延迟 The relationship between these functions can be represented as a linear function, quadratic function, polynomial function, power function, rational function, exponential function, logarithmic function, and / or exponential function. In one example, the relationship information indicates the relationship between a first temperature ΔS and a determined time delay t. 延迟 The relationship between them is shown in Equation 2 below.

[0066] t 延迟 =De E×ΔS (2)

[0067] In Equation 2 above, D and E are constants, and e is an exponential constant. The constants D and E, as well as the first temperature ΔS, can be determined in relation to the determined time delay t. 延迟 The relational approach will be further described below. As with constants A, B, and C mentioned above, the values ​​of constants D and E can vary, for example, depending on the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off. For example, for various combinations of the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off, there can be different sets of corresponding values ​​for constants D and E. It will be clear that the temperature characteristics include the determined time delay t. 延迟 In the example, the determined time delay t 延迟 It can be determined at box 304 using Equation 2 based on the first temperature ΔS entered at box 302.

[0068] Temperature characteristics may include, for example, information on the temperature change at the determined fusible plug location 220a. Temperature characteristics may include, for example, the heating time constant α. H and / or cooling time constant α C Temperature characteristics include, for example, the heating time constant α. H and / or cooling time constant α C In the example of the determined temperature change information, the relational information may include an indication of the relationship between the determined temperature change information and a first temperature ΔS. The relationship between the first temperature ΔS and the determined temperature change information can, for example, be expressed as an algebraic expression as in the example above. For instance, the relationship between the first temperature ΔS and the determined temperature change information can be expressed as a linear function, a quadratic function, a polynomial function, a power function, a rational function, an exponential function, a logarithmic function, or any combination of these functions. In the determined temperature change information, the heating time constant α is included. H and cooling time constant α C In the example, the relational information can indicate the relations shown in Equations 3 and 4 below.

[0069] α H =F H ×ΔS+G H (3)

[0070] α C =F C ×ΔS+G C (4)

[0071] In equation 3 above, α H This represents the heating time constant. Parameter F H and G H It is a constant, and the parameter F can be determined. H and G H The method will be described further below. Similar to the example above, the constant F H and G H The value can vary, for example, depending on the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off. For example, different sets of corresponding constants F can exist for various combinations of the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off. H and G H The value of . Equation 3 can be used to determine the heating time constant α at box 304 based on the first temperature ΔS input at box 302. H .

[0072] In equation 4 above, α C This represents the cooling time constant. Parameter F C and GC It is a constant, and the parameter F can be determined. C and G C The method will be described further below. Similar to the example above, the constant F C and G C The value can vary, for example, depending on the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off. For example, different sets of corresponding constants F can exist for various combinations of the wear condition of the brake assembly 200 and whether the brake cooling fan 222 is on or off. C and G C The value of . Equation 4 can be used to determine the cooling time constant α at box 304 based on the first temperature ΔS input at box 302. C .

[0073] In some examples where the temperature characteristics include determined temperature change information, the temperature distribution 404 of the fuse plug location 220a over time can be determined based on the temperature characteristics and the ambient temperature 406. For example, the temperature distribution 404 can be determined as part of block 304 of method 300. As described above, Figure 4a Curve 404 is an example of the temperature distribution at fuse plug location 220a. In some examples, the temperature change at fuse plug location 220a with respect to time can be described using Newton's law of heating. The temperature change at fuse plug location 220a can be represented, for example, as shown in equations 5 and 6 below.

[0074] (5)

[0075] (6)

[0076] In equation 5 above, T H (t) represents the temperature at fuse position 220a relative to time (i.e., as a function of time) as the temperature at fuse position 220a increases. max The value of the peak temperature 410 at the fuse plug location is determined based on the determined second temperature ΔFP, T0 is the initial temperature at the fuse plug location 220a, and t is time. As mentioned above, α H This represents the heating time constant. In examples where the brake assembly 200 has not been used recently, allowing the stator 214 sufficient time to cool to ambient temperature 406 since any previous braking application, the initial temperature T0 may be equal to ambient temperature 406. In some examples, the initial temperature T0 may not be equal to ambient temperature 406 and can be determined based on the temperature distribution at the fuse plug location 220a caused by a previous braking event. Equation 5 can be used, for example, to determine the peak temperature 410 (i.e., temperature value T) at the fuse plug location. maxThe temperature distribution at the time prior to t is 404. For example, Equation 5 can be used based on the determined time delay t. 延迟 Determine the temperature until the expected peak temperature of 410°C at the fuse plug location is reached.

[0077] In equation 6 above, T C (t) represents the temperature at fuse position 220a relative to time (i.e., as a function of time) as the temperature at fuse position 220a decreases after reaching the peak temperature of 410 at the fuse position. Env The ambient temperature is 406°C. As mentioned above, α C This represents the cooling time constant. Equation 6 can be used, for example, to determine the peak temperature of 410°C at the fusible plug position (i.e., T in Equations 5 and 6). max Temperature distribution at the time interval t after t (404). For example, Equation 6 can be used to determine the temperature distribution at the time interval t after t (404). 延迟 Determine the temperature after the expected peak temperature of 410°C at the fuse plug location.

[0078] Therefore, the temperature characteristics include the determined temperature change information, the determined second temperature ΔFP, and the determined time delay t. 延迟 In the example, temperature distribution 404 can be determined.

[0079] As described above, in some cases, it may be desirable for the temperature at fuse plug location 220a to remain below a temperature threshold, preventing the fuse plug 220 from melting and releasing the gas pressure in tire 204. An indication can be provided, for example, based on the temperature characteristics at fuse plug location 220a. For example, an indication can be provided using one of the indication devices 110 of the aircraft 100. For example, if the peak temperature 410 at the fuse plug location, as a result of a determined second temperature ΔFP, is close to the temperature threshold, an indication can be provided to the pilot of the aircraft 100. For example, the processor of the computing system 106 can use one of the indication devices 110 to provide an indication to the pilot. This indication can notify the pilot that the temperature at fuse plug location 220a is close to the temperature threshold. In response, the pilot can change their braking behavior to keep the fuse plug location below the temperature threshold.

[0080] In some examples, in response to the processor of computing system 106 determining that the peak temperature 410 at the fusible plug location is approaching a temperature threshold, the processor can automatically use a brake different from the brake assembly 200 for braking. This allows the brake assembly 200 to be deactivated if the temperature at the fusible plug location 220a has become too close to the temperature threshold.

[0081] If the peak temperature 410 at the fuse plug location is within a certain temperature threshold margin, then the temperature at fuse plug location 220a can be considered close to the temperature threshold. Figure 4b This is a graph illustrating an example of temperature distribution 404. In this example, the temperature threshold is temperature 418. For example, the aforementioned indication can be provided if the peak temperature 410 at the fuse plug location reaches a temperature 420 that is a defined percentage below the temperature threshold 418, or the processor of computing system 106 can cause the use of a different brake. Temperature 420 can be a temperature sufficiently below the temperature threshold 420 to avoid a significant risk of the fuse plug 220 melting. For example, temperature 420 can be 3% to 5% lower than the temperature threshold 418. Temperature 420 can, for example, be at least 6°C lower than the temperature threshold 418. If the temperature at the fuse plug location 220a exceeds temperature 420, then the temperature threshold 418 can be considered reached due to the significant risk of the fuse plug 220 melting.

[0082] As described above, in some examples, the temperature characteristics include determined temperature change information, and the temperature distribution 404 at the fuse plug location 220a can be determined. In such examples, based on the temperature distribution 404, a first cooling time can be determined for the temperature at the fuse plug location 220a to drop below a reference temperature, such as an acceptable dispatch temperature limit. The temperature at the fuse plug location 220a may need to be below the dispatch temperature limit, for example, before the aircraft 100 is allowed to fly after its usage cycle. The usage cycle of the aircraft 100 may, for example, extend from when the aircraft 100 is at the boarding gate before flight to when the aircraft 100 is at the disembarkation gate after flight.

[0083] exist Figure 4a In the example, temperature 422 is the scheduling temperature limit. Therefore, in this example, the first cooling time t 冷却 It is the amount of time between the peak temperature 408 at stator position 214a and the cooling to the control temperature limit 422 at fuse position 220a, based on temperature distribution 404. For example, cooling time t 冷却 By delaying the determined time t 延迟 The amount of time it takes for the fuse plug position 220a to cool from the peak temperature 410 at the fuse plug position to the scheduling temperature limit 422 is determined based on the temperature distribution 404.

[0084] The temperature characteristics may include a determined temperature increase that stator position 214a can withstand exceeding a first temperature ΔS without causing the temperature at fuse position 220 to exceed temperature 420. The determined temperature increase may be based on relational information. The determined temperature increase may be an assumed temperature increase at stator position 214a. In some examples, the difference between temperature 420 and the peak temperature 410 at the fuse position can be determined. Based on this difference, a temperature increase that the stator position can withstand exceeding the first temperature ΔS without causing the temperature at fuse position 220a to exceed temperature 420 can be determined. For example, a temperature increase at stator position 214a exceeding the peak temperature 408 at the stator position—which would correspond to an increase in temperature at fuse position 220 from the peak temperature 410 to temperature 420—can be determined as the aforementioned determined temperature increase. This determination can be performed, for example, using the relational information from Equation 1.

[0085] In some examples, the number of “good” braking applications that can be performed in the remainder of the current braking cycle can be determined based on a determined temperature increase and a predetermined temperature increase corresponding to one or more braking applications. The number of good braking applications can be the number of braking applications that are not expected to cause the temperature at fuse position 220a to exceed temperature 420 (i.e., reach temperature threshold 418). Therefore, according to this example, the number of good braking applications is the number of times that brake assembly 200 can be deployed for braking without a significant risk of fuse melting given a temperature distribution 404. For example, the determined temperature increase can be compared with a predetermined temperature increase.

[0086] The predetermined temperature increase could be, for example, the maximum temperature increase at stator position 214a expected based on a single application of brake assembly 200 during normal operation of aircraft 100. For instance, during the post-landing taxiing phase, the predetermined temperature could be the maximum temperature increase expected based on a single application of brakes by brake assembly 200 during the post-landing taxiing phase. For example, it can be determined how many predetermined temperature increments might occur within a defined temperature increase at stator position 214a, and the associated number of good braking applications can be determined based on the number (e.g., the number of predetermined temperature increments).

[0087] In some examples, the predetermined temperature increase may correspond to more than one braking application. For example, the predetermined temperature increase may be the average temperature increase expected across multiple (e.g., five) braking applications. For example, if the determined temperature change is greater than the predetermined temperature increase, the number of good braking applications may be determined to be at least five.

[0088] If the determined temperature increase is below a predetermined temperature, it can provide an indication that further braking application of the brake assembly 200 may cause the fusible plug 220 to melt. This could be because, for example, a single application of the brake assembly 200 may cause a temperature increase at stator position 214a greater than the assumed determined temperature increase. For example, the processor of computing system 106 may use one of the indicating devices 110 to provide such an indication. Alternatively or additionally, the processor of computing system 106 may cause one or more brakes, different from the brake assembly 200, to be used for braking to avoid the obvious risk of the fusible plug 220 melting. In some examples, a first temperature ΔS has already caused the temperature at the fusible plug position to exceed temperature 420. In this example, the fusible plug 220 may be at risk of imminent melting.

[0089] The temperature characteristics may also include a determined amount of energy, excluding the absorbed energy corresponding to the first temperature ΔS, that the brake assembly 200 can absorb without causing the temperature at the fusible plug position 220a to exceed temperature 420 (i.e., reach the temperature threshold 418). The determined amount of energy can be determined using the physical properties of the brake assembly 200. As described above, the temperature at stator position 214a relative to the ambient temperature can be determined using the amount of energy absorbed by the brake assembly 200. It should be understood that this determination can also be performed in reverse. Based on the temperature increase determined above, the determined amount of energy can be determined using the mass and specific heat of the brake assembly 200.

[0090] In some examples, the number of good braking applications that can occur during the remainder of the current braking cycle can be determined based on a determined energy value and a predetermined energy value corresponding to one or more braking applications. Additional energy values ​​can be determined and compared to the predetermined energy values. For example, the predetermined energy value could be the energy value expected to be absorbed by the brake assembly 200 during a single braking application during normal operation of the aircraft 100. For example, during the taxiing phase after landing, the predetermined energy value could be the maximum energy value expected to be absorbed by the brake assembly 200 during a single application of the brake assembly 200 during the taxiing phase after landing. The number of good braking applications can be determined based on a comparison between the determined energy value and the predetermined energy value. For example, it can be determined how much predetermined energy value exists within the determined energy value, and the number of good braking applications can be determined as the number of that predetermined energy value.

[0091] In some examples, the predetermined energy value may correspond to more than one braking application. For example, the predetermined energy value may be the expected average temperature increase across multiple braking applications (e.g., five braking applications). For example, if the determined energy value is greater than the predetermined energy value, the number of good braking applications may be determined to be at least five.

[0092] If the determined energy value is lower than a predetermined energy value, an indication can be provided that further braking application of the brake assembly 200 may cause the fusible plug 220 to melt. This is because, for example, a single application of the brake assembly 200 may result in a significant risk that the energy absorbed by the brake assembly 200 could cause the fusible plug 220 to melt. For example, the processor of the computing system 106 may use one of the indication devices 110 to provide such an indication.

[0093] Alternatively or additionally, the processor of computing system 106 may enable one or more brakes, different from brake assembly 200, to be used for braking to avoid the obvious risk of the fusible plug 220 melting.

[0094] In some examples, to determine a temperature increase at stator position 214a that will not cause the temperature at fuse position 220a to exceed temperature 420 (the temperature increase may be included in the temperature characteristics), a third temperature at stator position 214a can be determined. The third temperature can be a temperature relative to ambient temperature. For example, the third temperature can be a hypothetical temperature, which is the difference between the temperature at stator position 214a that does not pose a significant risk of melting fuse 220 and the ambient temperature. In other words, the third temperature is a temperature increase at the stator position that will not cause the temperature at fuse position 220a to reach temperature threshold 418 (or substantially reach temperature threshold 418 by reaching temperature 420).

[0095] In some examples, to determine the third temperature, a fourth temperature ΔFP can be determined at the fusible plug location 220a. 阈值 The fourth temperature ΔFP 阈值 This could be the difference between a temperature 420 below the temperature threshold 418 and an ambient temperature 406. The value of the third temperature can be determined, for example, using relational information indicating the relationship between the temperature at the fuse plug position 220a and the temperature at the stator position 214a, such as the relational information in Equation 1. For example, it should be understood that Equation 1 above can generally be used as the relationship between the temperature at the fuse plug position 220a and the temperature at the stator position 214a. Therefore, the fourth temperature ΔFP 阈值 The third temperature ΔFP can be input into Equation 1 instead of the first temperature ΔFP to determine the stator position 214a. The fourth temperature ΔFP is determined without a significant risk of the fuse plug 220 melting. 阈值The temperature rises to its peak temperature, therefore the third temperature at stator position 214a determined in this way is the temperature at stator position 214a that does not pose a significant risk of melting the fuse plug 220. The difference between the third temperature and the first temperature ΔS can be determined as a defined temperature increase included in the temperature characteristics. If the third temperature is lower than the first temperature ΔS, the fuse plug 220 may be at risk of imminent melting. It should be understood that the third temperature can be determined before the first temperature occurs at stator position 214a. This is because the third temperature can be determined based on temperature 420, ambient temperature 406, and relational information.

[0096] For example, the number of good braking applications can be determined based on a determined temperature increase, which is determined using a third temperature. A determined amount of energy that the brake assembly can absorb without causing the temperature at fusible plug position 220a to exceed temperature 420 can be determined based on the determined temperature increase determined using the third temperature. For example, the amount of energy causing the difference between the third temperature and the first temperature ΔS can be determined as the determined energy value. For example, the number of good braking applications can be determined based on the determined energy value determined using the third temperature.

[0097] The processor of computing system 106 can, for example, use an indication device included in indication device 110 to provide an indication of the number of good braking applications applied by the pilot of aircraft 100. Therefore, the pilot can adjust their braking behavior. The processor of computing system 106 can, for example, enable the use of various different brake groups such that the number of braking applications applied by brake assembly 200 does not exceed the number of good braking applications.

[0098] In some examples, a second cooling time for the temperature at the fuse plug location 220a to decrease to below a reference temperature (e.g., a scheduling temperature limit) can be determined based on the temperature distribution. In this example, the temperature distribution can be updated to account for the determined temperature increase / the determined amount of energy absorbed. For example, in the event of a third temperature change, the temperature distribution can be updated to the predicted temperature distribution at the fuse plug location 220a. Therefore, in the event of a determined temperature increase, the second cooling time could be the time it takes for the temperature at the fuse plug location to decrease to the scheduling temperature limit 422. For example, the second cooling time could be the time from the occurrence of a third temperature change to the temperature at the fuse plug location decreasing to the scheduling temperature limit 422, based on the predicted temperature distribution.

[0099] A method for determining the relationship between the temperature characteristics at a first position of the wheel 104 or brake assembly 200 of the aircraft landing gear 102 and the temperature at a second position of the wheel 104 or brake assembly 200 of the aircraft landing gear 102 will now be described. The relationship information can be determined using two-dimensional or three-dimensional computational fluid dynamics (CFD) models of the brake assembly 200 and the wheel 104. For example, using a CFD model, set temperatures and corresponding time data at stator position 214a and fusible plug position 220a can be determined. For example, using a CFD model, the temperature variation over time at stator position 214a and the corresponding temperature variation over time at fusible plug position 220a can be determined for different braking energies. The CFD model can, for example, be used to simulate various types of braking events to determine the corresponding temperature variations. The relationship information can be determined based on the corresponding temperature variations from the CFD model. For example, the functional forms of equations 1 to 4 and the constant values ​​that may appear in those equations can be determined using CFD simulation data. For example, when the relation is in functional form as described by equations 1, 2, 3, and 4, the constants A, B, C, D, E, and F... H G H F C and G C The values ​​can also be determined using the corresponding temperature changes from the CFD model. For example, the value of each constant in the constants can be determined for one or more combinations of brake wear state and whether brake cooling fan 222 is on or off. Those skilled in the art will understand that, given a set of corresponding values ​​for two different parameters, the relationship between those parameters, which are in the form of a mathematical expression, and the value of any constant can be determined.

[0100] In some examples, actual data on the temperature changes over time at stator position 214a and fuse plug position 220a can be used to determine relationship information. For example, the actual data could be data collected during the use of an aircraft, such as aircraft 100. In some examples, the actual data can be acquired during testing of brake assembly 200 and wheel 104. For example, the temperature change at stator position 214a can be measured using a temperature sensor, such as temperature sensor 218. Additionally, a second temperature sensor can be positioned near or at fuse plug position 220a to measure the temperature change at fuse plug position 220a. This actual data on the corresponding temperature changes can be used to determine relationship information. For example, the actual data can be used to determine the functional forms of equations 1, 2, 3, and 4, as well as the constant values ​​that may appear in those equations. For example, in the case where the functional form of the relationship is described by equations 1, 2, 3, and 4, the constants A, B, C, D, E, and F... H G H F C and GC The values ​​can also be determined using corresponding temperature variations from actual data. For example, the value of each constant can be determined for one or more combinations of brake wear condition and whether brake cooling fan 222 is on or off.

[0101] In some examples, analytical models can be used to determine the relationship information. For instance, the correlation between the temperature change at fuse position 220a and the temperature change at stator position 214a can be solved analytically. Using the results from the analytical model, expressions for each example of the aforementioned relationship information can be determined (e.g., Equations 1 through 4). For example, the results of the analytical model can also be used to determine the values ​​of any constants appearing in those expressions for one or more combinations of brake wear conditions and whether brake cooling fan 222 is on or off.

[0102] Following a braking event after the first temperature ΔS, all or part of the above methods can be performed to recalculate the temperature characteristics. For example, it can be determined whether a braking event has occurred after the first temperature ΔS. For example, a subsequent braking event can cause... Figure 4a The subsequent temperature peak at stator position 214a following the stator position peak temperature 408. For example, the temperature relative to the ambient temperature corresponding to the subsequent temperature peak can be determined, and the temperature characteristics can be recalculated based on the relationship information using this relative temperature. For example, temperature distribution 404 can be updated to account for the subsequent temperature, where the temperature at stator position 214a increases due to braking.

[0103] All or part of the above methods or any variations thereof can be executed by a processor of the computing system 106 of the aircraft 100, for example, based on instructions stored in a computer-readable storage medium of the computing system 106. For example, method 300 can be executed by the computing system 106 of the aircraft 100, wherein the temperature characteristics include a determined second temperature ΔFP, a determined time delay t 延迟 And the temperature change information used to determine the fuse plug location 220a. The computing system 106 can also determine the temperature distribution 404 at the fuse plug location 220a. The processor of the computing system 106 can also execute one or more of the other examples described above. As mentioned above, the processor of the computing system 106 can provide instructions using one or more of the indicating devices 110, for example, to the pilot of the aircraft 100. In the event that the fuse plug 220 is at obvious risk of melting, if the brake assembly 200 continues to be used, the computing system 106 can alternatively or additionally automatically cause the use of a different actuator or brake assembly to replace the brake assembly 200.

[0104] For example, as described above, the determination of relational information using CFD models, actual data, analytical calculations, etc., can also be performed by the computing system 106.

[0105] For example, it can be generated by a computing device such as Figure 5 The computing device 500 shown is used to perform all or part of the methods described above, or any variations thereof. The computing device 500 may be located external to the aircraft 100. The computing device 500 may include a processor 502 and a computer-readable storage medium 504. The processor 502 may be configured to execute instructions stored on the storage medium 504. The storage medium 504 may store instructions for performing all or part of any of the methods described above. For example, any of the above examples of method 300 may be executed by the computing device 500. For example, temperature change data at stator position 214a may be provided to the computing device from the aircraft 100. The computing device 500 may, for example, determine whether the fuse plug is at a significant risk of melting at any point based on data from the aircraft 100. For example, the computing device 500 may determine whether the temperature at the fuse plug location has reached or exceeded temperature 420. The computing device may, for example, use CFD models, actual data, analytical models, etc., as described above to perform the determination of relational information. In some examples, the relational information may be determined by the computing device 500 and then stored in a computer-readable storage unit of the computing system 106. In this way, the computing system 106 can use the relational information determined by the computing device 500 to implement any of the above methods to determine temperature characteristics.

[0106] In some examples, the computer-readable storage unit of computing system 106 may store a lookup table that associates a first temperature with a temperature characteristic. In these examples, the lookup table can be used instead of directly using the relationship information described above to determine the temperature characteristic. For example, a lookup table may be stored for one or more combinations of brake wear state, whether brake cooling fan 222 is on or off, and for one or more examples of information included in the temperature characteristic described above. For example, for a given brake wear state and a given on / off state of brake cooling fan 222, the lookup table may contain multiple corresponding pairs of values ​​for the examples of information included in the temperature characteristic. In a specific example, for a brake wear state indicating zero brake wear and brake cooling fan 222 being off, the lookup table may contain multiple corresponding pairs of second temperature values ​​and first temperature values. For example, when determining the temperature characteristic, the lookup table may be selected based on the brake wear state and the state of brake cooling fan 222. The value of the discussed example of information included in the temperature characteristic then corresponds to the first temperature (determined based on measurements from temperature sensor 218).

[0107] The lookup table described above can be generated based on the example of the relationship information above. The lookup table can be generated, for example, by the processor of computing system 106. In some examples, the lookup table can be generated by computing device 500.

[0108] Any suitable software or combination of software can be used to generate all or part of the instructions for performing the methods described above and / or to execute these methods. In one example, "MATLAB" can be used to generate all or part of the instructions for a processor such as processor 502 or the processor of computing system 104 to perform any of the methods described above. In other examples, other software packages can be used. For example, any suitable programming language, development environment, software package, etc., can be used. Other examples of programming languages ​​include Python, C++, C, JavaScript, FORTRAN, etc.

[0109] It should be noted that, unless otherwise explicitly stated, the term "or" as used herein should be interpreted as meaning "and / or". It should be understood that the temperature characteristics determined according to the above method can be the expected temperature characteristics anticipated based on the model used to determine the relational information.

Claims

1. An apparatus for determining temperature characteristics at a first location on a wheel or brake assembly of an aircraft landing gear, the apparatus comprising: Processor, the processor being configured to: The temperature characteristics at the first position on the wheel or brake assembly of the aircraft landing gear during one or more braking events or braking cycles are determined by using relational information based on a first temperature collected at a second position on the wheel or brake assembly of the aircraft landing gear, the relational information representing the relationship between the temperature characteristics at the first position and the first temperature, wherein... The temperature characteristic includes a determined second temperature at the first location; The relationship information includes an indication of the relationship between the temperature at the first location and the temperature at the second location; and The temperature characteristics also include: The second position can withstand a certain temperature increase exceeding the first temperature without causing the temperature at the first position to reach a predetermined temperature threshold, or the brake assembly can absorb a certain amount of energy during the current braking cycle, excluding the absorbed energy corresponding to the first temperature, without causing the temperature at the first position to reach a predetermined temperature threshold.

2. The device according to claim 1, wherein, The first position is the position of the fusible plug of the wheel of the aircraft landing gear, and the second position is the position of the brake disc of the brake assembly of the aircraft landing gear.

3. The device according to claim 1 or claim 2, wherein, The processor is also configured to determine the number of good braking applications that can occur in the remainder of the current braking cycle based on the determined temperature increase and a predetermined temperature increase corresponding to one or more braking applications.

4. The device according to claim 1 or claim 2, wherein, The determined amount of energy that the brake assembly can absorb is determined by using the physical properties of the brake assembly.

5. The device according to claim 1 or claim 2, wherein, The processor is also configured to determine the number of good braking applications that can occur during the remainder of the current braking cycle based on the determined energy value and a predetermined energy value corresponding to one or more braking applications.

6. The device according to claim 1, wherein, The temperature characteristic also includes a defined time delay between the occurrence of the first temperature at the second location and the occurrence of the second temperature at the first location; and The relationship information includes an indication of the relationship between the determined time delay and the first temperature.

7. The device according to claim 6, wherein, The temperature characteristics also include definite temperature change information at the first location; The relationship information includes an indication of the relationship between the determined temperature change information and the first temperature; and The processor is also configured to determine the temperature distribution at the first location relative to time based on the temperature characteristics and the ambient temperature.

8. The device according to claim 7, wherein, The determined temperature change information includes the heating time constant and the cooling time constant.

9. The device according to claim 7 or claim 8, wherein, The processor is also configured to determine, based on the temperature distribution, the cooling time required for the temperature at the first location to drop below a reference temperature limit.

10. The device according to claim 1 or claim 2, wherein, The processor is also configured to provide indications based on the temperature characteristics at the first location.

11. The device according to claim 1 or claim 2, wherein, The processor is also configured to recalculate the temperature characteristics after a braking event occurs following the first temperature.

12. A method for determining temperature characteristics at a first location on a wheel or brake assembly of an aircraft landing gear, the method comprising: Input the first temperature at the second position of the wheel or the brake assembly of the aircraft landing gear; as well as The temperature characteristics at the first location on the wheel or brake assembly of the aircraft landing gear during one or more braking events or braking cycles are determined using relational information based on the first temperature, wherein the relational information represents the relationship between the temperature characteristics at the first location and the first temperature. The temperature characteristic includes a determined second temperature at the first location; The relationship information includes an indication of the relationship between the temperature at the first location and the temperature at the second location; and The temperature characteristics also include: The second position can withstand a certain temperature increase exceeding the first temperature without causing the temperature at the first position to reach a temperature threshold, or the brake assembly can absorb a certain amount of energy during the current braking cycle other than the absorbed energy corresponding to the first temperature without causing the temperature at the first position to reach a temperature threshold.

13. The method of claim 12, further comprising determining the number of good braking applications that can occur in the remainder of the current braking cycle based on the determined temperature increase and a predetermined temperature increase corresponding to one or more braking applications.

14. The method according to claim 12, wherein, The determined amount of energy that the brake assembly can absorb is determined by using the physical properties of the brake assembly.

15. The method of claim 12 or claim 14, further comprising determining the number of good braking applications that can occur during the remainder of the current braking cycle based on the determined energy value and a predetermined energy value corresponding to one or more braking applications.

16. The method according to any one of claims 12 to 14, wherein, The temperature characteristic also includes a defined time delay between the occurrence of the first temperature at the second location and the occurrence of the second temperature at the first location; and The relationship information also includes an indication of the relationship between the determined time delay and the first temperature.

17. The method according to claim 16, wherein, The temperature characteristics also include definite temperature change information at the first location; The relationship information also includes an indication of the relationship between the determined temperature change information and the first temperature; and The method includes determining the temperature distribution at the first location relative to time based on the temperature characteristics and the ambient temperature.

18. The method of claim 17, further comprising determining, based on the temperature distribution, the cooling time at the first location to drop below a reference temperature limit.

19. The method according to any one of claims 12 to 14, comprising recalculating the temperature characteristics after a braking event occurs following the input of the first temperature.

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