Heat control system for an aircraft landing gear wheel well and related methods

Abstract

The title of the invention is a thermal control system for an aircraft landing gear wheel well and related methods. Disclosed are thermal control systems for an aircraft main landing gear wheel well and related methods. An example thermal control system includes a conduit defining a fluid passageway between an inlet and an outlet. The inlet of the conduit is positioned in fluid communication with the landing gear wheel well, and the outlet of the conduit is positioned in fluid communication with the atmosphere. The conduit creates a pressure differential across the fluid passageway between the inlet and the outlet to expel heat from the landing gear wheel well to the atmosphere.

Description

Technical Field

[0001] This disclosure generally relates to aircraft, and more specifically to thermal control systems and related methods for aircraft main landing gear wheel wells. Background Technology

[0002] When an aircraft comes to a stop during a landing event, the brakes on the aircraft's landing gear generate a significant amount of heat. In some cases, the heated brakes on the aircraft's landing gear can reach temperatures exceeding 1000 degrees Fahrenheit (°F), radiating and convection a large amount of heat to surrounding structures. In some instances, the aircraft may take off shortly after landing for a subsequent flight, without sufficient time for the brakes to cool down (e.g., to ambient temperature). As a result, the heat generated by the brakes is transferred to the aircraft's surrounding structures as the landing gear retracts into the landing gear bays. Summary of the Invention

[0003] The example thermal control system includes a duct that defines a fluid passage between an inlet and an outlet. The inlet of the duct is positioned in fluid communication with the landing gear wheel well, and the outlet of the duct is positioned in fluid communication with the atmosphere. The duct creates a pressure difference across the fluid passage between the inlet and outlet to dissipate heat from the landing gear wheel well into the atmosphere.

[0004] The example device includes a first duct defining a first inlet located in the landing gear wheel well of an aircraft. When the aircraft landing gear is retracted into the landing gear wheel well, the first inlet is positioned adjacent to a first brake of the first wheel of the aircraft landing gear. The example device includes a second duct defining a second inlet located in the landing gear wheel well of an aircraft. When the aircraft landing gear is retracted into the landing gear wheel well, the second inlet is positioned adjacent to a second brake of the second wheel of the aircraft landing gear. The example device includes a main duct defining an outlet in fluid communication with the atmosphere. The main duct fluidly couples the first inlet of the first duct and the second inlet of the second duct to the outlet.

[0005] The example device includes a mechanism for defining a fluid passage between an inlet and an outlet, wherein the inlet of the mechanism defining the fluid passage is positioned in fluid communication with the landing gear wheel well, and the outlet of the mechanism defining the fluid passage is positioned in fluid communication with the atmosphere. The example system includes a mechanism for generating a pressure differential through the mechanism defining the fluid passage to induce fluid flow from the inlet to the outlet to dissipate heat from the landing gear wheel well. Attached Figure Description

[0006] Figure 1 It is an example aircraft having an example thermal control system based on the teachings of this disclosure.

[0007] Figure 2A-2CIt shows Figure 1 Example of a thermal control system.

[0008] Figure 3 yes Figure 1 A top view of an aircraft.

[0009] Figures 4A-4C An example thermal control system disclosed herein is shown.

[0010] Figure 5 This is a perspective view of another example of a thermal control system disclosed in this article.

[0011] Figure 6 This is a perspective view of another example of a thermal control system disclosed in this article.

[0012] Figure 7 This is a perspective view of another example of a thermal control system disclosed in this article.

[0013] Figure 8 This is a perspective view of another example of a thermal control system disclosed in this article.

[0014] Figure 9 This is a perspective view of another example of a thermal control system disclosed in this article.

[0015] Figures 10A-10C Another example of a thermal control system disclosed herein is shown.

[0016] Figure 11A-11B Another example of a thermal control system disclosed herein is shown.

[0017] Figure 12A and 12B It shows that it can be implemented Figure 1 This article discloses examples of landing gear wheels for aircraft.

[0018] Figure 13-16 It represents the implementation Figure 5-9 The flowchart of the example method 1300-1600 for the controller of the example thermal control system.

[0019] Figure 17 It is constructed to execute Figure 13-16 Instructions to be implemented Figure 5-9 A block diagram of the controller instance processor platform.

[0020] Where possible, the same reference numerals will be used throughout the accompanying drawings (one or more) and the written specification to refer to the same or similar parts. As used in this patent, a statement declaring that any part (e.g., layer, film, region, or plate) is positioned on another part in any way (e.g., positioned on it, located on it, arranged on it, or formed on it, etc.) means that the referenced part is in contact with another part, or that the referenced part is above another part, with one or more intermediate parts located therebetween. A statement that any part is in contact with another part means that there are no intermediate parts between the two parts. Furthermore, features of one instance are not mutually exclusive with features of another instance. Detailed Implementation

[0021] During landing, aircraft landing gear generates a significant amount of heat during the braking event. In some instances, the aircraft returns to flight while the brakes still retain heat and / or are insufficient to cool the braking system to ambient temperature within a timeframe. As a result, when the landing gear retracts after takeoff, the landing gear braking system transfers a large amount of heat stored in the brakes within the landing gear wheel wells. In this situation, when the landing gear is stored and enclosed in the wheel wells during flight, the heat dissipated from the landing gear braking system can cause a significant increase in the air temperature within the wheel wells. For example, when positioned in the main landing gear wheel wells under normal operating conditions, the aircraft landing gear braking system can reach temperatures approaching 1000°F.

[0022] To protect major structures and / or components (e.g., wing box structures, etc.) from elevated air temperatures, aircraft typically employ heat shields. These heat shields are positioned in the wheel wells between the landing gear and the major structures to be protected from the elevated temperatures. When the landing gear is stored in the wheel wells, heat from the braking system rises against the heat shields. The heat shields effectively block or limit radiant heat from the brakes. However, heat shields are heavy (e.g., greater than 100 pounds) and significantly increase manufacturing costs.

[0023] Furthermore, heat shields do not remove convective heat from the main landing gear wheel wells. For example, heat shields have a large surface area (e.g., length and / or width) to allow heated air to cool as it traverses the surface area of ​​the heat shield and overflows its respective edges. To aid in the removal of convective heat from the brakes, aircraft employ a mixing approach. Specifically, the seals of the main landing gear doors are typically removed to allow cool air (from the atmosphere) to be drawn into the wheel wells and reach the low-pressure locations in the wing cavities. However, this approach requires a significant airflow through the wheel wells because air is drawn in via the doors and expelled at a considerable distance from heat sources (e.g., the wheel brakes). Therefore, a large airflow is needed to mix with the heated air in the wheel wells, thereby cooling the air temperature in the wheel wells. Additionally, the airflow required to flow through the wheel wells increases drag.

[0024] Furthermore, since the aforementioned airflow pathways cannot directly remove heat from heat sources (e.g., brakes), in some instances, the main aircraft structure of adjacent wheel wells that may be affected by heat from the brakes requires increased structural support (e.g., by increasing the dimensional envelope of the main structure and / or the materials used to manufacture the main structure (one or more, e.g., titanium instead of steel)). However, increasing the structural support of the main structure increases manufacturing costs and / or weight. In some instances, aircraft manufacturers employ gap spoilers (i.e., air brakes) to generate lower negative pressure in the wing cavity to remove heat from the wheel wells. However, the gap between spoilers is inefficient during flight because it significantly increases drag when spoilers are not needed.

[0025] To reduce the thermal effects of heat generated by brakes on the main structures (one or more) and / or components (one or more) located in the landing gear wheel wells of an aircraft, the exemplary devices and methods disclosed herein employ a thermal control system. The exemplary thermal control system disclosed herein removes or extracts heat directly from the heat source (e.g., the brake located in the main landing gear wheel well). The exemplary thermal control system disclosed herein reduces the overall average air temperature and structural temperature within the main landing gear wheel well, thereby allowing for lower cost, lighter weight, and lower drag on the aircraft. In contrast to the hybrid approach described above, removing heat directly from the source requires less airflow, which reduces the drag count on the aircraft. Additionally, significantly lower temperatures can be achieved in the wheel well, resulting in less thermal protection for the main structures, thus reducing weight and manufacturing costs.

[0026] The exemplary thermal control systems disclosed herein include ventilation systems to reduce convective heat transfer to the main structures and / or components (e.g., equipment) in the wheel wells; and insulation systems to reduce radiative heat transfer to the main structures and / or components in the wheel wells. Some exemplary ventilation systems disclosed herein include ducts defining a fluid passage between an inlet and an outlet. For example, a duct is a pipe or delivery tube to exhaust air from the landing gear wheel wells. Specifically, the inlet of the duct is positioned in fluid communication with the landing gear wheel wells (e.g., adjacent to and above the aircraft wheel brakes), and the outlet of the duct is positioned in fluid communication with the atmosphere. In some examples, the outlet is located adjacent to a low-pressure area outside the aircraft (e.g., the upper airfoil of the aircraft (e.g., wing), fuselage, etc.).

[0027] Some of the ventilation systems disclosed herein employ air momentum generated by a pressure difference through a fluid passage between an inlet and an outlet to expel heat from the landing gear wheel wells. For example, the inlet is in fluid communication with the wheel well (e.g., a high-pressure zone), and the outlet is in fluid communication with a region where the pressure is lower than the air pressure in the wheel well (e.g., the high-pressure zone). In some instances, the low pressure at the outlet and the relatively high pressure air in the wheel well communicating with the inlet create or induce a pressure difference. The higher-pressure air communicating with the inlet flows to the lower-pressure area at the outlet, causing heat from the brakes of the wheels located in the wheel wells to flow to the outlet. In some instances, air momentum through the fluid passage is generated by a fan, blower, or other mechanical device to induce a pressure difference through the fluid passage and cause airflow from the inlet to the outlet. In some instances, air momentum in the fluid passage is generated by other air sources. For example, the fluid passage may receive a high-pressure airflow (e.g., high-pressure bleed air from the injectors) to cause heated air from the brakes to flow from the inlet to the outlet. In some instances, air momentum in the fluid passage is generated by a higher free-flow pressure. For example, the main landing gear door (MLGD) seal can be removed at a location where the pressure is greater than the pressure at the channel outlet or exhaust port, thereby providing a pressure difference between the fluid channel inlet and the channel outlet.

[0028] Therefore, the examples disclosed herein include mechanisms for generating pressure differences. For example, mechanisms for generating pressure differences include, for instance: delta pressure between two positions defined by an inlet at a first position and an outlet at a second position spaced apart from the first position; mechanisms for generating pressure differences; delta pressure between two external surface positions; mechanical devices such as, for example, blowers, electric motors, ejectors, air momentum, etc.

[0029] In some instances, the thermal control systems disclosed herein employ diffusers. The example diffusers disclosed herein define a cavity in fluid communication with the inlet of a duct. The diffuser directs heat toward the inlet of the fluid passage and / or blocks or restricts radiant heat transfer to the surrounding main structures or components located in the landing gear wheel wells.

[0030] The example thermal control systems disclosed herein include brake overheating and / or fire detection systems. Typically, known overheating and / or fire detection systems monitor air temperature and trigger at a certain temperature threshold or setpoint (e.g., brake overheating temperature threshold, fire temperature threshold, etc.). Known overheating and / or fire detection systems typically include a temperature sensor or probe positioned at a distance from the brake's radial view onto the pressure plate of the wheel well to avoid false alarms. Therefore, known overheating and / or fire detection systems typically monitor air temperature at a location remote from the brake. In other words, known overheating and / or fire detection systems rely on buoyancy to carry heat energy from the brake to the detection system. Such known overheating and / or fire detection systems may result in a hysteresis between a brake overheating event and its detection.

[0031] The exemplary thermal control system disclosed herein includes an overheat and / or fire detection system integrated with a ventilation system. In this manner, the overheat and / or fire detection system measures the temperature of heated air discharged (ventilated) from directly above (i.e., adjacent to) the brakes of the wheels. As a result, the overheat and / or fire detection system disclosed herein eliminates the hysteresis between brake overheating events and their detection.

[0032] Figure 1 An example aircraft 100 is equipped with an example thermal control system 102 based on the teachings of this disclosure. Figure 1 The aircraft 100 is a commercial aircraft that includes one or more thermal control systems 102 disclosed herein. Although Figure 1 The document shows a commercial aircraft, but the thermal control system 102 and related methods disclosed herein can be implemented with any other example aircraft, such as, for example, military aircraft (e.g., tiltrotor aircraft, jet fighters), transport aircraft and / or any other suitable aircraft.

[0033] Aircraft 100 includes wing surfaces 104 defining a first wing 106a (e.g., the left wing) and a second wing 106b (e.g., the right wing) extending from a fuselage 108. During flight, the wing surfaces 104 (e.g., the first wing 106a and the second wing 106b) utilize the energy of free-flowing airflow to generate lift. To generate lift, the pressure on the lower surface 110 (e.g., a portion) (e.g., a high-pressure area) of the wing surface 104 is greater than the pressure on the upper surface 112 (e.g., a low-pressure area, a portion) of the wing surface 104.

[0034] In order to support the aircraft 100 on the surface 124 (e.g., a runway) and / or facilitate landing, taxiing, parking, etc. Figure 1 The aircraft 100 includes a landing system 111. The landing system 111 includes landing gear 114. The landing gear 114 includes wheels 116 and brakes 118. The landing gear 114 is in a deployed position 115 relative to the wheel well 120 (e.g., as...). Figure 1 (as shown) and retraction position (e.g., Figure 2B It moves between the retracted position 200. Figure 1 The aircraft 100 includes a first landing gear 114a, a second landing gear 114b and a third landing gear 114c. Figure 1 The aircraft 100 includes a first wheel well 120a for receiving a first landing gear 114a, a second wheel well 120b for receiving a second landing gear 114b, and a third wheel well 120c for receiving a third landing gear 114c. The number of landing gears and wheel wells described above are merely examples, and thus other examples may employ other numbers (e.g., front and / or rear) of landing gears and wheel wells without departing from the scope of this disclosure.

[0035] During landing, landing gear doors 122 move to the open position to allow landing gear 114 to extend from wheel wells 120 to the deployed position 115 (e.g., first landing gear 114a extends from first wheel well 120a, second landing gear 114b extends from second wheel well 120b, and third landing gear 114c extends from third wheel well 120c). Brakes 118 on wheels 116 are activated to stop the aircraft 100 from moving along surface 124 (e.g., runway). Brakes 118 (e.g., carbon discs) generate significant heat when stopping the aircraft 100. For example, brakes 118 can generate temperatures exceeding 1000 degrees Fahrenheit (°F).

[0036] To travel from one destination (e.g., an airport) to another, aircraft 100 can perform multiple braking events, such as taxiing from the gate to the runway, landing, taxiing from the runway to the disembarkation gate, and parking. During a given period of time (e.g., a day), aircraft 100 can travel to multiple destinations, and therefore, multiple braking events can be performed. Thus, in some instances, aircraft 100 can return to flight shortly after landing. For example, in some instances, aircraft can return to flight before brake 118 cools to a reduced (e.g., desired) temperature (e.g., 100°F). For example, brake 118 might take several hours to cool from a temperature of 1000°F to 100°F. In some instances, aircraft 100 can return to flight within less than 2 hours (e.g., half an hour) after landing.

[0037] During flight, the landing gear 114 moves to its retracted position within the wheel well 120 (e.g., Figure 2B The landing gear 114a is retracted to a retracted position 200 (e.g., the first landing gear 114a retracts into the first wheel well 120a, the second landing gear 114b retracts into the second wheel well 120b, and the third landing gear 114c retracts into the third wheel well 120c). The landing gear door 122 moves to the closed position to close the wheel well 120 and form an aerodynamic surface of the fuselage 108 to reduce drag and increase fuel efficiency. As a result, when the landing gear 114 is retracted and the landing gear door 122 closes the wheels 116 within the wheel well 120, the brakes 118 radiate heat, which can cause the temperature of the main structure of the aircraft 100 and / or other components in the wheel well 120 to rise. To withstand the increased temperatures, aircraft typically employ ventilation systems and / or thermal protection panels located in the wheel well 120. In some instances, the main structure and / or other components of the aircraft are formed of one or more materials and / or have dimensional characteristics (e.g., thickness) that enable the structure or component to withstand such increased temperatures. However, this approach significantly reduces aircraft efficiency (e.g., increases aircraft weight) and increases manufacturing costs (one or more).

[0038] The thermal control system 102 disclosed herein discharges or removes heat from the wheel well 120. For example, when the landing gear 114 is in the retracted position 200 ( Figure 2B When the heated air is mixed with the remaining air in the wheel well 120, the thermal control system 102 discharges heat from the wheel well 120. In some instances, the thermal control system 102 disclosed herein discharges the heated air before it is mixed with the rest of the air in the wheel well 120. Additionally, the thermal control system 102 disclosed herein reduces manufacturing costs and increases aircraft efficiency.

[0039] Figure 2A-2C It shows Figure 1 Thermal control system 102. Figure 2A Is with Figure 1 A partial perspective view of the wheel well 120, which is implemented together with the thermal control system 102. Figure 2B yes Figure 2A Front view of wheel well 120. Figure 2C yes Figure 1 A partial, top view of the wing surface 104 of the aircraft 100. Figure 2A The display shows landing gear 114 in the deployed position 115. Figure 1 ). Figure 2B The landing gear 114 is shown in the retracted position 200 within the wheel well 120. Figure 2A and 2B The 120 wheel well can be implemented Figure 1 The first wheel compartment 120a, the second wheel compartment 120b and / or the third wheel compartment 120c of the aircraft 100.

[0040] Figure 2A The wheel well 120 is defined by the main structure 201 of the aircraft 100. For example, the main structure 201 of the aircraft 100 includes, for example, frames, ribs, stiffeners, wing boxes, beams, joints, and / or any other structural components (one or more). The wheel well 120 may include aircraft components, including, for example, wiring, piping, equipment (e.g., compressors), and / or any other components of the aircraft 100 (one or more). To protect the main structure 201 and / or aircraft components from thermal conditions (e.g., heat generated by the brakes 118) when the landing gear 114 is in the retracted position 200 (e.g., retracted into the wheel well 120), the wheel well 120 includes a thermal shield 203 and a thermal control system 102. The thermal shield 203 is attached to the main structure 201 and is positioned adjacent to the wheels 116 of the landing gear 114 when the landing gear 114 is in the retracted position 200. The thermal shield 203 allows heat to be dispersed along its surface area so that heated air is cooled as it travels to the lateral (e.g., peripheral) edges 205 of the thermal shield 203. The thermal shield 203 protects the main structure 201 and / or aircraft components from radiant heat energy from the brake 118, for example, when the landing gear 114 is in the retracted position 200, the thermal shield 203 protects the main structure 201 located directly above the wheel 116. The thermal shield 203 may be composed of aluminum and / or other materials (one or more) that reduce radiant heat transfer (e.g., reflect heat radiation).

[0041] To exhaust or remove (e.g., vent) heated air from the wheel well 120, the wheel well 120 includes a thermal control system 102. (Reference) Figure 2A-2CThe thermal control system 102 includes a ventilation system 202a for removing brake heat before it mixes with air in the wheel well 120. The ventilation system 202a has a fluid passage 202 between an inlet 204 and an outlet 206. The inlet 204 of the fluid passage 202 is positioned in fluid communication with a cavity 208 defining the wheel well 120, and the outlet 206 is in fluid communication with the atmosphere. Specifically, when the landing gear 114 is in the retracted position 200, at a location immediately adjacent to (e.g., above) the brake 118 of the wheel well 116, the inlet 204 is suspended from the main structure 201 and / or the thermal shield 203 of the wheel well 120.

[0042] Figure 2A-2C The fluid passage 202 is defined by the conduit 210. The conduit 210 may be a delivery tube, pipe, hose and / or any other fluid passage. Figure 2A-2C The conduit 210 has a circular cross-sectional profile with a constant diameter between the inlet 204 and the outlet 206. In some instances, the cross-sectional profile (e.g., diameter) of the fluid channel 202 varies (e.g., increases or decreases) between the inlet 204 and the outlet 206. In some instances, the fluid channel 202 may have a rectangular cross-sectional shape, a square cross-sectional shape, and / or any other cross-sectional shape.

[0043] The duct 210 is attached to the thermal shield 203, the main structure 201, and / or any other structure of the aircraft 100. Specifically, a portion 210a of the duct 210 is supported by the thermal shield 203, such that the inlet 204 is positioned adjacent to the thermal shield 203 (e.g., within its periphery). In this manner, the inlet 204 is positioned adjacent to (e.g., immediately adjacent to) the wheels 116 of the landing gear 114.

[0044] To directly exhaust or remove heat from the brake 118 (e.g., a heat source) located within the wheel well 120, the thermal control system 102 employs air momentum generated by the pressure difference between the inlet 204 and the outlet 206. Specifically, to generate the pressure difference, the outlet 206 is formed on the outer surface of the wing 104, where the pressure (e.g., local pressure along the boundary line) is lower than the air pressure within the wheel well 120 communicating with the inlet 204. For example, the outlet 206 is routed to a low-pressure center (C) on the external aerodynamic surface (e.g., wing 104) of the aircraft 100. p The position draws hot air from above the brake 118 via inlet 204 (e.g., via suction) and exhausts the hot air to the overboard via outlet 206. Figure 2CAs most clearly shown, outlet 206 is formed on the upper surface 112 of the wing 104 (e.g., the first wing 106a) of aircraft 100. Thus, the pressure difference (and length) between the air pressure at the inlet 204 and the air pressure at the outlet 206 of the fluid passage 202 causes fluid flow to expel heat from the wheel well 120 into the atmosphere. For example, the pressure difference can provide suction or vacuum in the fluid passage 202 and / or the wheel well 120. In this way, the pressure difference across the fluid passage 202 causes or generates fluid flow such that air in the first wheel well 114a flows toward and exits from the outlet 206 (e.g., the atmosphere). The pressure distribution or average pressure at the upper surface 112 of the wing 104 is less than the pressure distribution or average pressure at the lower surface 110 of the wing 104. Thus, the low-pressure area at the upper surface 112 of the wing 104 provides the pressure difference between the air pressure at the inlet 204 and the air pressure at the outlet 206.

[0045] In some instances, outlet 206 may be provided on the lower surface 110 of wing 104 and / or on the fuselage 108 and / or on any other surface of aircraft 100. In some instances, outlet 206 is not formed or provided on wing 104. In some instances, a flow generator (e.g., fan, blower, jet, vacuum) may be inserted into fluid passage 202 to generate a pressure differential across fluid passage 202, causing fluid to flow from inlet 204 through fluid passage 202 to outlet 206. In some such instances, outlet 206 may be configured to exhaust air to other areas of aircraft 100, such as, for example, the interior of wing 104, fuselage 108 (e.g., cargo hold), systems (e.g., heat exchangers), and / or any other part or system of aircraft 100.

[0046] The inlet 204 and outlet 206 of the illustrated example have circular outlines. Additionally, the inlet 204 defines an area substantially similar to (e.g., equal to or within 10% of) the area defined by the outlet 206. For example, the inlet 204 has a diameter 214 (...) similar to that of the outlet 206. Figure 2C The inlet 204 is substantially similar to (e.g., equal to or within 10% of) the diameter 212 of the outlet 206. However, in some instances, the inlet 204 may have a cross-sectional shape (e.g., rectangular, square, etc.) or size (e.g., area, diameter, etc.) different from that of the outlet 206. For example, the inlet 204 may have a circular cross-sectional shape, and the outlet 206 may have a rectangular cross-sectional shape. In some instances, the inlet 204 and / or the outlet 206 may have a rectangular cross-sectional shape, a square cross-sectional shape, and / or any other cross-sectional shape. In some instances, the area of ​​the inlet 204 may be different from (e.g., smaller or larger than) the area of ​​the outlet 206.

[0047] refer to Figure 2A-2C During operation, the thermal shield 203 and the thermal control system 102 protect the main structure 201 and / or other components in the wheel well 120 from elevated temperatures. The thermal shield 203 reduces or blocks heat transfer via thermal radiation. Additionally, the ventilation system 202a reduces heat transfer via convection by discharging heated air from the brake 118. Specifically, the pressure difference across the fluid passage 202 between the inlet 204 and the outlet 206 induces airflow to dissipate heat generated by the brake 118 of the wheel 116 into the atmosphere. In other words, the vacuum or suction created by the fluid passage 202 induces heated air from the brake 118 to flow from the inlet 204 to the outlet 206, thereby protecting the main structure 201 and / or other components in the wheel well 120 from high temperatures. Additionally, the thermal control system 102 enables the thermal shield 203 to have a smaller size (e.g., a smaller surface area than known thermal shields) because the ventilation system 202a removes heat directly from the brake 118 before the heat mixes with the air in the wheel well 120. As a result, the thermal shield 203 in the illustrated example is significantly smaller than known thermal shields. For example, the surface area of ​​the thermal shield 203 is approximately 10% to 80% smaller than known thermal shields (e.g., 50%), which improves aircraft efficiency and reduces manufacturing costs. Furthermore, because the thermal control system 102 reduces the thermal or temperature impact on the main structure 201 and / or other components (equipment) in the wheel well 120, the main structure 201 and / or components can occupy a smaller dimensional footprint (e.g., thickness) or be manufactured with cheaper materials (one or more).

[0048] Figure 3 yes Figure 1 A top view of aircraft 100. Figure 3 The thermal control system 102 includes a first thermal control system 300a, a second thermal control system 300b, and a third thermal control system 300c. The first thermal control system 300a is associated with a first wheel well 120a and removes heat generated by the brakes 118 of the wheels 116 of the first landing gear 114a located in the first wheel well 120a. Figure 1 The second thermal control system 300b is associated with the second wheel well 120b and removes heat generated by the brakes 118 of the wheels 116 of the second landing gear 114b located in the second wheel well 120b. Figure 1 The third thermal control system 300c is associated with the third wheel well 120c and removes heat generated by the brakes 118 of the wheels 116 of the third landing gear 114c located in the third wheel well 120c. Figure 1 ).

[0049] Each of the first, second, and third thermal control systems 300a-c can be controlled by... Figure 1 and 2A -2C thermal control system 102 is implemented. For example, a first thermal control system 300a includes a first channel 302a between a first inlet 304a and a first outlet 306a. The first inlet 304a is positioned in fluid communication with a first wheel well 114a, and the first outlet 306a is in fluid communication with the atmosphere. Specifically, the first outlet 306a is formed on the upper surface 112 of the first wing 106a of the aircraft 100. In order to exhaust or remove heat from the first wheel well 114a, a pressure difference is generated between the first inlet 304a and the first outlet 306a. Specifically, the first outlet 306a is formed at a location on the wing surface 104 with a pressure lower than the air pressure inside the first wheel well 114a (e.g., local pressure along the boundary line). Thus, the pressure difference between the air pressure at the first inlet 304a and the air pressure at the first outlet 306a induces fluid flow (e.g., suction or vacuum) to exhaust heat from the first wheel well 114a. In this way, the pressure difference across the first channel 302a creates fluid flow, causing air in the first wheel chamber 114a to flow toward the first outlet 306a and be discharged therefrom into the atmosphere. Figure 3 The first inlet 304a has a circular cross-sectional shape, and Figure 3 The first outlet 306a has a trapezoidal cross-sectional shape.

[0050] The second thermal control system 300b and the third thermal control system 300c are substantially similar to the first thermal control system 300a. For example, the second thermal control system 300b includes a second channel 302b between a second inlet 304b and a second outlet 306b. The second inlet 304b is positioned in fluid communication with the second wheel well 120b, and the second outlet 306b is in fluid communication with the atmosphere. Specifically, the second outlet 306b is formed on the upper surface 112 of the second wing 106b of the aircraft 100. To exhaust or remove heat from the second wheel well 120b, a pressure difference is generated between the second inlet 304b and the second outlet 306b. Specifically, the second outlet 306b is formed at a location on the wing surface 104 with a pressure lower than the air pressure inside the second wheel well 120b (e.g., local pressure along the boundary line). Thus, the pressure difference between the air pressure at the second inlet 304b and the air pressure at the second outlet 306b induces fluid flow (e.g., suction or vacuum) to exhaust heat from the second wheel well 120b into the atmosphere.

[0051] Similarly, the third thermal control system 300c includes a third channel 302c between a third inlet 304c and a third outlet 306c. The third inlet 304c is positioned in fluid communication with the third wheel well 120c, and the third outlet 306c is in fluid communication with the atmosphere via a first outlet 306a and / or a second outlet 306b. For example, the third outlet 306c is fluidly connected to the first outlet 306a via a first auxiliary channel 308a and to the second outlet 306b via a second auxiliary channel 308b. To dissipate or remove heat from the third wheel well 120c, a pressure difference is generated between the third inlet 304c and the third outlet 306c. Therefore, the pressure difference between the air pressure at the third inlet 304c and the air pressure at the third outlet 306c induces fluid flow (e.g., suction or vacuum) to dissipate heat from the third wheel well 120c to the atmosphere (e.g., via the first outlet 306a and / or the second outlet 306b). The first thermal control system 300a, the second thermal control system 300b, and the third thermal control system 300c operate independently of each other. Although each of the wheel wells 120a-b includes its own thermal control system 102a-b, in some instances only the first wheel well 120a and the second wheel well 120b include their respective thermal control systems 102a-b, while the third wheel well 120c does not include thermal control system 102c.

[0052] Figures 4A-4C An example thermal control system 400 disclosed herein is shown. Further details will not be provided below. Figures 4A-4C The components of the thermal control system 400 are substantially similar to or equivalent to the components of the thermal control system 102 described above, and their functions are substantially similar to or equivalent to the functions of those components. Interested readers can refer to the corresponding descriptions above. For the sake of facilitating this process, similar reference numerals will be used for similar structures. For example, Figures 4A-4C The thermal control system 400 includes a ventilation system 400a having a fluid passage 202, an inlet 204 and an outlet 206.

[0053] Figure 4A Is with Figures 4A-4C A perspective view of the wheel well 120, which is implemented together with the thermal control system 400. Figure 4B This is a perspective view of the thermal control system 400 relative to the landing gear 114 when the landing gear 114 is in the retracted position 200. Figure 4C This shows the landing gear 114 in the retracted position 200. Figure 2A Front view of wheel well 120.

[0054] refer to Figures 4A-4CThe thermal control system 400 has an inlet 204 including a first inlet 402 and a second inlet 404. The first inlet 402 and the second inlet 404 are fluidly connected to an outlet 206 via a fluid passage 202. The first inlet 402 is defined by a first extension 406 (e.g., a first conduit), and the second inlet 404 is defined by a second extension 408 (e.g., a second conduit). For example, the first extension 406 and the second extension 408 are located or positioned in the periphery of the thermal shield 203. Specifically, the first inlet 402 is oriented in a direction away from the orientation of the second inlet 404. The first inlet 402 is positioned adjacent to (e.g., immediately adjacent to and / or above) the first wheel 410 of the landing gear 114, and the second inlet 404 is positioned adjacent to (e.g., immediately adjacent to and / or above) the second wheel 412 of the landing gear 114. Specifically, the first inlet 402 is positioned over the first brake 414 of the first wheel 410, and the second inlet 404 is positioned over the second brake 416 of the second wheel 412. For example, the first inlet 402 overlaps with the first brake 414 such that the first inlet 402 extends within the periphery of the first rim 418 of the first wheel 410, and the second inlet 404 overlaps with the second brake 416 of the second wheel 412 such that the second inlet 404 extends within the periphery of the second flange 420 of the second wheel 412. In this way, when the pressure difference generated through the fluid passage 202 induces fluid to flow (e.g., suction or vacuum) from the first inlet 402 and the second inlet 404 to the outlet 206, the heat generated by the first brake 414 is discharged to the outlet 206 via the first inlet 402, and the heat generated by the second brake 416 is discharged to the outlet 206 via the second inlet 404. The first inlet 402 and / or the first extension 406 and the second inlet 404 and / or the second extension 408 merge with the fluid passage 202 (e.g., the main pipe) upstream of the outlet 206. Thus, the first inlet 402 and the second inlet 404 are in fluid communication with the outlet 206.

[0055] Figures 4A-4C The landing gear 114 includes a third wheel 424 aligned (e.g., vertically aligned) and positioned below the first wheel 410, and a fourth wheel 428 aligned (e.g., vertically aligned) and positioned below the second wheel 412. Heat generated by the third brake 422 of the third wheel 424 and heat generated by the fourth brake 426 of the fourth wheel 428 (e.g., rising and) are discharged via a first inlet 402 and / or a second inlet 404. In some instances, the thermal control system 400 may include a third inlet (e.g., via a third extension) positioned adjacent to (e.g., immediately adjacent to) the third brake 422 and / or the third wheel 424, and / or a fourth inlet (e.g., via a fourth extension) positioned adjacent to (e.g., immediately adjacent to) the fourth brake 426 and / or the fourth wheel 428.

[0056] Figure 5 This is a perspective view of another example of a thermal control system 500 disclosed in this article. It will not be described in detail below. Figure 5 The components of the thermal control system 500 are substantially similar to or equivalent to the components of the thermal control system 102 and thermal control system 400 described above, and their functions are substantially similar to or equivalent to the functions of those components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures. For example, the thermal control system 500 includes a ventilation system 500a comprising a fluid passage 202 that fluidly connects inlets 204 (e.g., first inlet 402 and second inlet 404) to outlet 206 to discharge heat from the brakes 118 of the wheel 116 located in the wheel well 120 via outlet 206.

[0057] In addition, Figure 5 The thermal control system 500 includes a shutdown system 502. This shutdown system 502 prevents or restricts fluid flow between inlet 204 (e.g., first inlet 402 and second inlet 404) and outlet 206 when the temperature of the fluid flowing through fluid passage 202 does not exceed an operating temperature threshold (e.g., a first temperature threshold). In this way, fluid flow through fluid passage 202 to outlet 206 can be reduced or prevented (e.g., shut off) when the temperature in wheel well 120 does not exceed the operating temperature threshold. Preventing or reducing fluid flow through outlet 206 reduces additional resistance that might occur when the fluid leaves outlet 206. Therefore, the thermal control system 500 operates between an active state and a deactivated state. For example, the thermal control system 500 is activated when the temperature in wheel well 120 exceeds the operating temperature threshold and deactivated when the temperature in wheel well 120 does not exceed the operating temperature threshold. In some instances, the active state regulates or alters fluid flow to reduce resistance during operation.

[0058] Figure 5 The shut-off system 502 includes a fluid valve 504, a temperature sensor 506, and a controller 508. The fluid valve 504 may be a check valve, a shut-off valve, a control valve, and / or any other valve (one or more). The temperature sensor 506 may be a temperature probe and / or any other sensor used to measure the temperature of the fluid flowing through the fluid passage 202. Figure 5The controller 508 is communicatively connected to the fluid valve 504 and the temperature sensor 506. Additionally, the controller 508 may be communicatively connected to a position sensor 511 to detect when the landing gear 114 is in the retracted position 200. For example, the position sensor 511 may be a proximity sensor and / or any other sensor that determines when the landing gear 114 moves from the extended position 115 to the retracted position 200.

[0059] To operate fluid valve 504 based on the temperature in wheel well 120, shutdown system 502 includes controller 508. Controller 508 includes a temperature determiner 510, landing gear position detector 512, comparator 514, device operator 516, and output generator 518. Temperature determiner 510, landing gear position detector 512, comparator 514, device operator 516, and output generator 518 are communicatively connected via bus 519. Additionally, controller 508 is communicatively connected to threshold database 520 (e.g., via bus 519).

[0060] The controller 508 operates the fluid valve 504 between open and closed positions based on the air temperature measured by the temperature sensor 506 to allow or prevent fluid flow through the fluid passage 202. In some instances, the controller 508 operates the fluid valve 504 between various open positions (e.g., one or more positions between a fully open position and a fully closed position) based on a measured temperature value detected by the temperature sensor 506 to regulate or alter (e.g., increase or decrease) the fluid flow through the passage.

[0061] Controller 508 determines when landing gear 114 is in the retracted position 200. For example, controller 508 may be configured to receive a signal (e.g., a binary signal) from position sensor 511 (e.g., a proximity sensor, etc.) indicating that landing gear 114 is in the retracted position 200. Alternatively, controller 508 may receive one or more signals (e.g., binary signals) from a position sensor (e.g., a proximity sensor) that detects the landing gear door 122 of wheel well 120 is in the closed position. In some instances, controller 508 receives one or more signals from engine controller, Full Authority Digital Electronic Control (FADEC), and / or any other aircraft controller indicating that landing gear 114 is in the retracted position 200 within wheel well 120 and / or that aircraft 100 is in flight.

[0062] In response to determining that the air temperature in the wheel well 120 exceeds an operating temperature threshold (e.g., a first temperature threshold), controller 508 causes fluid valve 504 to move to the open position to allow fluid flow between inlet 204 and outlet 206. In some instances, in response to determining that the landing gear 114 is in the retracted position 200, controller 508 causes fluid valve 504 to move to the open position to allow fluid flow between inlet 204 and outlet 206. Optionally, in response to determining that the landing gear door 122 of the wheel well 120 is in the closed position, controller 508 may cause fluid valve 504 to move to the open position.

[0063] When fluid valve 504 is in the open position, the pressure difference between inlet 204 and outlet 206 causes fluid to flow (e.g., discharge) from inlet 204 through fluid passage 202 to outlet 206. For example, as described above, a pressure difference established within fluid passage 202 (e.g., generating airflow) causes or induces fluid to flow from inlet 204 to outlet 206. As fluid flows through fluid passage 202 toward outlet 206, temperature sensor 506 detects or measures the temperature of the fluid (e.g., heated air). Temperature sensor 506 sends one or more signals representing the measured temperature of the fluid flowing through fluid passage 202 to controller 508. Additionally or alternatively, controller 508 may receive one or more signals from temperature sensor 522 located in wheel well 120. For example, temperature sensor 522 measures the temperature of the air within wheel well 120 and / or adjacent to the wheels 116 of landing gear 114.

[0064] Subsequently, based on a comparison between the measured temperature provided by temperature sensor 506 and an operating temperature threshold stored in threshold database 520, controller 508 controls (e.g., commands) the operation of fluid valve 504. For example, controller 508 retrieves, receives, and / or otherwise obtains the operating temperature threshold from threshold database 520 communicatively linked to controller 508. Temperature determiner 510 compares the measured temperature value provided by temperature sensor 506 with the operating temperature threshold obtained from threshold database 520 via comparator 514. Temperature determiner 510 determines whether the measured temperature value exceeds the operating temperature threshold (e.g., or does not exceed the temperature threshold). If temperature determiner 510 determines that the measured temperature value from temperature sensor 506 exceeds the operating temperature threshold, device operator 516 commands fluid valve 504 to move to the open position. If temperature determiner 510 determines that the measured temperature from temperature sensor 506 does not exceed the operating temperature threshold, device operator 516 commands fluid valve 504 to move to the closed position. Optionally, temperature determiner 510 compares the measured temperature value from temperature sensor 522 with the operating temperature threshold. Optionally, the temperature determiner 510 determines an average measured temperature value based on the measured temperature value provided by temperature sensor 506 (e.g., the temperature of the fluid flowing through fluid passage 202) and the measured temperature value provided by temperature sensor 522 (e.g., the measured temperature of the air within wheel well 120). In some instances, controller 508 operates fluid valve 504 based on the measured temperature value provided by temperature sensor 522 in wheel well 120. In some instances, controller 508 adjusts the position of fluid valve 504 (e.g., midpoint position) between a fully open position and a fully closed position to regulate (e.g., increase, decrease, adjust, etc.) the fluid flow rate through fluid passage 202. Controller 508 may be a dedicated controller for shutdown system 502. Optionally, controller 508 may be an electronic engine controller and / or other controller systems (one or more) of aircraft 100 (e.g., a full authority digital electronic controller (FADEC)).

[0065] Although Figure 5 The implementation is shown in the figure. Figure 5 The instance method of controller 508, Figure 5 One or more of the elements, processes, and / or devices shown may be combined, split, rearranged, omitted, eliminated, and / or implemented in any other way. Further, the example includes temperature determiner 510, landing gear position detector 512, comparator 514, device operator 516, and output generator 518, and / or more generally, Figure 5The instance controller 508 can be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, any one of the instance temperature determiner 510, instance landing gear position detector 512, instance comparator 514, instance device operator 516, and instance output generator 518, and / or more generally, the instance controller 508 can be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field-programmable logic devices (FPLDs). When reading any of the device or system claims of this patent to cover purely software and / or firmware implementations, at least one of the instance temperature determiner 510, instance landing gear position detector 512, instance comparator 514, instance device operator 516, and instance output generator 518 is hereby expressly defined as including non-transitory computer-readable storage devices or storage disks such as memory, digital multifunction discs (DVDs), optical discs (CDs), Blu-ray discs, etc., which include software and / or firmware. Further still, in addition to Figure 5 Those other than or in place of those shown in the text Figure 5 Those shown in the text, Figure 5 The instance controller 508 may include one or more elements, processes, and / or devices, and / or may include any or more of the elements, processes, and devices shown. As used herein, the phrase “communication”—including its variations—covers direct and / or indirect communication via one or more intermediate components, and does not require direct physical (e.g., wired) communication and / or constant communication, but additionally includes selective communication at periodic intervals, predetermined intervals, non-periodic intervals, and / or one-off events.

[0066] Figure 6 This is a perspective view of another example of a thermal control system 600 disclosed in this article. It will not be described in detail below. Figure 6The components of the thermal control system 600 are substantially similar to or equivalent to the components of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures. For example, the thermal control system 600 includes a ventilation system 600a and a brake overheat detection system 602. The ventilation system 600a includes a fluid passage 202 that fluidly connects inlets 204 (e.g., first inlet 402 and second inlet 404) to an outlet 206 to discharge heat from the brakes 118 of the wheel 116 located in the wheel well 120 via the outlet 206.

[0067] Figure 6 The thermal control system 600 includes a brake overheat detection system 602. The brake overheat detection system 602 monitors the temperature of the brakes 118 of the wheels (e.g., first brake 414 and second brake 416) to determine brake overheating conditions. To monitor the brake temperature, Figure 6 The thermal control system 600 includes a first brake sensor 604 and a second brake sensor 606. The first brake sensor 604 is coupled to a first extension 406, and the second brake sensor 606 is coupled to a second extension 408. The first brake sensor 604 measures the temperature of fluid entering the first inlet 402, and the second brake sensor 606 measures the temperature of fluid entering the second inlet 404. Thus, the first brake sensor 604 and / or the second brake sensor 606 can be a temperature probe and / or any other sensor for measuring the temperature of fluid (e.g., air) flowing through the first inlet 402 and / or the second inlet 404. In some instances, the brake overheat detection system 602 includes a single brake sensor positioned downstream of an inlet 204 (e.g., the first inlet 402 and the second inlet 404). In some instances, such as Figure 2A-2C Example thermal control system 102, brake overheat detection system 602 includes a single brake sensor. In some examples, it can be combined with... Figure 5 The shutdown system 502 is used to provide brake overheat detection system 602. When in conjunction with... Figure 5 When the shutdown system 502 is implemented together, the temperature sensor 506 may be located downstream of the first brake sensor 604 and the second brake sensor 606.

[0068] To monitor the temperature of the brake 118 of wheel 116, the brake overheat detection system 602 includes a controller 508. The controller 508 receives a first measured temperature value from a first brake sensor 604 and a second measured temperature value from a second brake sensor 606. The controller 508 compares the first measured temperature value from the first brake sensor 604 with a brake temperature threshold (e.g., a second temperature threshold) obtained from a threshold database 520 via a comparator 514. For example, the brake temperature threshold may be between approximately 200°F and 400°F. Similarly, the controller 508 compares the second measured temperature value from the second brake sensor 606 with the brake temperature threshold via the comparator 514. The controller 508 determines, via a temperature determiner 510, whether the first measured temperature value or the second measured temperature value exceeds the brake temperature threshold (e.g., or does not exceed the brake temperature threshold).

[0069] In response to determining that at least one of the first brake temperature value or the second brake temperature value exceeds a brake temperature threshold, controller 508 moves fluid valve 504 to a closed position via device operator 516 to prevent fluid flow through fluid passage 202. In some instances, controller 508 may send a signal via output generator 518 to activate an alarm located on a panel in the cockpit (e.g., flight deck) of the fuselage 108 of aircraft 100. Figure 1 The crew operating aircraft 100 can activate (e.g., manually) the landing gear 114 to the deployed position 115. Alternatively, the controller 508 can move the landing gear 114 to the deployed position 115 (e.g., automatically without crew input) via the device operator 516 or the output generator 518.

[0070] In some instances, the first brake sensor 604 and the second brake sensor 606 can be used to operate the fluid valve 504. For example, temperature measurements from the first brake sensor 604 and / or the second brake sensor 606 can be used to determine whether the air temperature in the fluid passage 202 exceeds an operating temperature threshold (e.g., a first temperature threshold). Therefore, the controller 508 can move the fluid valve 504 to the closed position in response to determining that the measured temperature value does not exceed the operating temperature threshold, and can move or remain in the open position in response to determining that the measured temperature value exceeds that temperature threshold but does not exceed the brake temperature threshold. In other words, the thermal control system 700 does not require [further details needed] during normal operating conditions (i.e., when the air temperature in the fluid passage 202 does not exceed the brake temperature threshold). Figure 5A temperature sensor 506 controls the fluid valve 504. In some such instances, the thermal control system 600 can operate between a sniffer mode when the controller 508 detects that the measured air temperature does not exceed an operating temperature threshold (e.g., a first threshold) and a ventilation mode when the controller 508 determines that the measured air temperature exceeds the operating threshold but does not exceed a brake temperature threshold (e.g., a second threshold). In sniffer mode, the controller 508 causes the fluid valve 504 to open between 1% and 15% of its fully open position. In ventilation mode, the controller 508 causes the fluid valve 504 to move to an open position between 20% and 100% of its fully open position. As a result, when ventilation conditions are not required (e.g., high-temperature conditions exceeding the operating temperature threshold), the thermal control system 600 can optimize resistance by reducing fluid flow through the fluid passage 202.

[0071] Figure 7 This is a perspective view of another example of a thermal control system 700 disclosed in this article. It will not be described in detail below. Figure 7 The components of the thermal control system 700 are substantially similar to or equivalent to those of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those of the components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures. For example, the thermal control system 700 includes a ventilation system 700a that includes a fluid passage 202 fluidly connecting inlets 204 (e.g., first inlet 402 and second inlet 404) to an outlet 206 to discharge heat from the brakes 118 of the wheel 116 located in the wheel well 120 via the outlet 206.

[0072] In addition, Figure 7 The thermal control system 700 includes a fire detection system 702. The fire detection system 702 monitors the temperature of the fluid flowing through the fluid passage 202 to detect fire conditions. For fire monitoring, Figure 7 The thermal control system 700 includes a fire sensor 704 and a controller 508. The fire sensor 704 is coupled to the fluid channel 202 and measures the temperature of the fluid flowing through the fluid channel 202 (i.e., its interior). In some instances, it can be combined with... Figure 6 Brake overheat detection system 602 and / or Figure 5 The shutdown system 502 is used to provide fire detection system 702. When in conjunction with... Figure 6 Brake overheat detection system 602 and Figure 5 When the shutdown system 502 is implemented together, the fire sensor 704 can be located in Figure 5The temperature sensor 506 is located upstream of the first brake sensor 604 and downstream of the second brake sensor 606.

[0073] Controller 508 receives a measured temperature value from fire sensor 704 and compares the measured temperature value with a fire temperature threshold (e.g., a third threshold) obtained from threshold database 520 via comparator 514. Controller 508 determines via temperature determiner 510 whether the measured temperature value exceeds the fire temperature threshold (e.g., or does not exceed the fire temperature threshold). In response to determining that the measured temperature value exceeds the fire temperature threshold, controller 508 sends a signal via output generator 518 to activate an alarm on the cockpit panel. The crew operating aircraft 100 can activate (e.g., manually activate) landing gear 114 to the deployed position 115. Optionally, controller 508 can move landing gear 114 to the deployed position 115 via output generator 518. In some instances, controller 508 moves fluid valve 504 (e.g., a shut-off valve) to the closed position via output generator 518 to prevent fluid flow through fluid passage 202.

[0074] In some instances, a fire sensor 704 can be used to operate a fluid valve 504. For example, a temperature measurement from the fire sensor 704 can be used to determine whether the air temperature in the fluid passage 202 exceeds an operating temperature threshold (e.g., a first temperature threshold). Therefore, the controller 508 can move the fluid valve 504 to the closed position in response to determining that the measured temperature value does not exceed the operating temperature threshold, and can move or remain in the open position in response to determining that the measured temperature value exceeds the temperature threshold but does not exceed the fire temperature threshold. In other words, the thermal control system 700 does not require [further details needed] during normal operating conditions (i.e., when the air temperature in the fluid passage 202 does not exceed the fire temperature threshold). Figure 5 A temperature sensor 506 controls the fluid valve 504. In some such instances, the thermal control system 700 can operate between a sniffer mode when the controller 508 detects that the measured air temperature does not exceed an operating temperature threshold (e.g., a first threshold) and a ventilation mode when the controller 508 determines that the measured air temperature exceeds the operating threshold but does not exceed a fire temperature threshold (e.g., a third threshold). In sniffer mode, the controller 508 causes the fluid valve 504 to open between 1% and 15% of its fully open position. In ventilation mode, the controller 508 causes the fluid valve 504 to move to an open position between 20% and 100% of its fully open position. As a result, when ventilation conditions are not required (e.g., high-temperature conditions exceeding the operating temperature threshold), the thermal control system 700 can optimize resistance by reducing fluid flow through the fluid passage 202.

[0075] Figure 8This is a perspective view of another example of a thermal control system 800 disclosed in this article. It will not be described in detail below. Figure 8 The components of the thermal control system 800 are substantially similar to or equivalent to the components of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures. For example, the thermal control system 800 includes a ventilation system 800a that includes a fluid passage 202 connecting a fluid inlet 204 (e.g., a first inlet 402 and a second inlet 404) and an outlet 802.

[0076] In order to generate a pressure difference in the fluid channel 202 and induce fluid flow from the inlet 204 toward the outlet 802, Figure 8 The thermal control system 800 includes a flow generator 804. For example, the flow generator 804 generates suction or vacuum to discharge or remove heat from the brake 118 of the wheel 116 located in the wheel well 120 via outlet 802. The flow generator 804 is positioned in-line with the fluid passage 202 downstream of inlet 204 and upstream of outlet 802. Figure 8 The flow generator 804 can be a blower, pump, fan, vacuum, and / or any device to draw fluid from inlet 204 in order to discharge heat from brake 118 (i.e., exhaust air from wheel well 120) to outlet 802 via fluid passage 202. Additionally, outlet 802 can be located at any desired location. For example, unlike outlet 206 of thermal control system 102, the pressure differential across fluid passage 202 does not depend on the location of outlet 802 adjacent to a low-pressure area. For example, outlet 802 can be located on airfoil 104 (…). Figure 1 The lower surface 110 ( Figure 1 Any other location on and / or within the wing 104 and / or fuselage 108 (e.g., cabin, aircraft system, etc.), on the exterior of the wing 104 and / or fuselage 108, and / or any other location. In some instances, the thermal control system 800 may include Figure 5 Shutdown system 502, Figure 6 Brake overheat detection system 602 and / or Figure 7 Fire detection system 702. In some instances, outlet 802 may direct to a cavity of the first wing 106a or the second wing 106b and / or to other systems of the aircraft that require heated air.

[0077] The controller 508 can control the operation of the flow generator 804 (e.g., turn operation on / off, speed, etc.) via the device operator 516 to activate or deactivate the thermal control system 800 and / or to change or regulate (e.g., increase, decrease) the fluid velocity through the fluid passage 202. The thermal control system 800 can be activated from a position sensor (e.g., Figure 5 Position sensors 511 and / or 522) and / or temperature sensors (e.g., Figure 5 Temperature sensor 506 Figure 6 First brake sensor 604 and second brake sensor 606 Figure 7 A fire sensor 704 (or similar device) receives one or more signals to control the operation of the flow generator 804 to activate or deactivate the thermal control system 800. For example, the controller 508 can activate the flow generator 804 to allow airflow through the fluid passage 202 to ventilate the wheel well 120, or it can deactivate the flow generator 804 to prevent airflow through the fluid passage 202 to prevent fluid from flowing to the outlet 802. (As in combination...) Figure 5 The controller 508 activates and deactivates the thermal control system 800 based on the temperature of the fluid flowing through the fluid channel 202 and / or the temperature in the wheel well 120.

[0078] Figure 9 This is a perspective view of another example of a thermal control system 900 disclosed in this article. It will not be described in detail below. Figure 9 The components of the thermal control system 900 are substantially similar to or equivalent to the components of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures. For example, the thermal control system 900 includes a ventilation system 900a that includes a fluid passage 202 connecting a fluid inlet 204 (e.g., a first inlet 402 and a second inlet 404) and an outlet 802.

[0079] In order to generate a pressure difference in the fluid channel 202 and induce fluid flow from the inlet 204 toward the outlet 802, Figure 9 The thermal control system 900 includes a flow generator 902. For example, the flow generator 902 generates suction or vacuum to discharge or remove heat from the brake 118 of the wheel 116 located in the wheel well 120 via outlet 802. Figure 9The flow generator 902 is an ejector 904 that supplies high-pressure fluid 906 to the fluid passage 202 of the thermal control system 900. For example, the high-pressure fluid 906 is high-pressure bleed air. The flow generator 902 includes an inlet 910 (e.g., an ejector inlet) to receive the high-pressure fluid 906 and provides (e.g., ejects) high-pressure bleed air from an engine aircraft compressor (e.g., a high-pressure compressor, a low-pressure compressor, etc.) in the fluid passage 202 downstream of the inlet 910 and upstream of the outlet 802. The momentum of the high-pressure bleed air flowing in the fluid passage 202 via the inlet 910 creates a vacuum or suction at the inlet 204 of the fluid passage 202 to discharge heat (e.g., air) from the brakes 118 of the wheels 116 in the wheel well 120 via the fluid passage 202 to the outlet 802. In other instances, the high-pressure fluid 906 may be supplied by a compressor and / or any other system of the aircraft 100. In some instances, the thermal control system 900 may include... Figure 5 Shutdown system 502, Figure 6 Brake overheat detection system 602 Figure 7 Fire detection system 702.

[0080] The controller 508 controls the fluid valve 908 (e.g., a fluid valve, shut-off valve, etc.) via the device actuator 516 to activate or deactivate the thermal control system 900. For example, the controller 508 commands or causes the fluid valve 908 to move between an open position that allows high-pressure fluid 906 to flow in the fluid passage 202 and activates the thermal control system 900, and a closed position that prevents or restricts the flow of high-pressure fluid 906 into the fluid passage 202 to deactivate the thermal control system 900. For example, the thermal control system 900 can be activated from a position sensor (e.g., Figure 5 Position sensors 511 and / or 522) and / or temperature sensors (e.g., Figure 5 Temperature sensor 506 Figure 6 First brake sensor 604 and second brake sensor 606 Figure 7 A fire sensor 704, etc., receives one or more signals to control the operation of fluid valve 908 in order to activate or deactivate thermal control system 900. (As in combination) Figure 5 The controller 508 activates and deactivates the thermal control system 900 based on the temperature of the fluid flowing through the fluid channel 202 and / or the temperature in the wheel well 120.

[0081] Figures 10A-10C Another example of a thermal control system 1000 disclosed herein is shown. It will not be described in detail below. Figures 10A-10CThe components of the thermal control system 1000 are substantially similar to or equivalent to the components of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those components. Interested readers may refer to the corresponding descriptions above. For the sake of clarity, similar reference numerals will be used for similar structures.

[0082] Figure 10A The landing gear 114 is in the deployed position 115. Figure 1 A perspective view of the thermal control system 1000 in the wheel well 120. Figure 10B The landing gear 114 is in the retracted position 200. Figure 10A Front perspective view of the wheel well 120. Figure 10C This is a perspective view of the thermal control system 1000 and the landing gear 114.

[0083] Figures 10A-10C The thermal control system 1000 incorporates a ventilation system 1002 to reduce convective heat transfer to the main structures 201 and / or components in the wheel well 120, and incorporates a heat shield system 1004 to reduce radiative heat transfer to the main structures 201 and / or components in the wheel well 120. For example, Figures 10A-10C The ventilation system 1002 includes a fluid passage 202 to discharge or expel heat from the brakes 118 of the wheels 116 in the wheel well 120, and includes a first diffuser 1006 and a second diffuser 1008 to block or reduce radiative heat transfer from the brakes 118 of the wheels 116. The first diffuser 1006 and the second diffuser 1008 make it possible to remove the thermal shield 203, thereby reducing aircraft weight and increasing aircraft efficiency. However, in some instances, the thermal shield (e.g., thermal shield 203) may be provided together with the thermal control system 1000.

[0084] Fluid passage 202 fluidly connects inlet 1010 and outlet 206. Inlet 1010 includes a first inlet 1010a provided by a first extension 406 and a second inlet 1010b provided by a second extension 408. First diffuser 1006 is connected to first inlet 1010a (e.g., first extension 406), and second diffuser 1008 is connected to second inlet 1010b (e.g., second extension 408). First diffuser 1006 has a first dome-shaped body 1006a (e.g., hemisphere), and second diffuser 1008 has a second dome-shaped body 1008a (e.g., hemisphere). For example, first diffuser 1006 and second diffuser 1008 each have an arcuate (e.g., disc-shaped) profile with a raised profile oriented in a direction away from wheel 116. For example, a first dome-shaped body 1006a defines a first cavity 1006b having a first volume, and a second dome-shaped body 1008a defines a second cavity 1008b having a second volume. The first diffuser 1006 is substantially similar to (e.g., equivalent to) the second diffuser 1008. However, in some instances, the first diffuser 1006 may be configured to define a first volume that is different from that of the second diffuser 1008 (e.g., greater than or less than, for example, 10 to 20% of, its volume).

[0085] The first diffuser 1006 has a first opening 1006c to receive a first inlet 1010a, and the second diffuser 1008 has a second opening 1008c to receive a second inlet 1010b. The first inlet 1010a and the second inlet 1010b are substantially similar. Figure 4A-C's thermal control system 400 has respective first inlet 402 and second inlet 404. However, the first inlet 1010a and second inlet 1010b of the thermal control system 1000 each have a contour or shape (e.g., rectangular or arcuate) that is complementary to the shape of the first dome-shaped body 1006a and the second dome-shaped body 1008a, respectively. In other words, the first inlet 1010a has a shape or contour that substantially matches the contour of the first dome-shaped body 1006a of the first diffuser 1006, and the second inlet 1010b has a shape or contour that substantially matches the contour of the second dome-shaped body 1008a of the second diffuser 1008. In this way, heat or air within the first cavity 1006b defined by the first dome-shaped body 1006a of the first diffuser 1006 will not leak from the first cavity 1006b to the outside of the first dome-shaped body 1006a via the first opening 1006c, and / or heat or air within the second cavity 1008b of the second dome-shaped body 1008a of the second diffuser 1008 will not leak from the second cavity 1008b to the outside of the second dome-shaped body 1008a via the second opening 1008c. Therefore, the first and second inlets 1010a, 1010b each form an arcuate and / or oblong opening. The first inlet 1010a is in fluid communication with the first cavity 1006b of the first diffuser 1006 (e.g., its inner surface), and the second inlet 1010b is in fluid communication with the second cavity 1008b of the second diffuser 1008 (e.g., its inner surface). In some instances, a first seal (e.g., rubber or metal) may be provided around the first opening 1006c and a second seal (e.g., rubber or metal) may be provided around the second opening 1008c to prevent leakage through the respective first and second openings 1006c, 1008c of the first and second diffusers 1006, 1008. In some instances, the first diffuser 1006 may be integrated with the first inlet 1010a and / or the first inlet extension 406 to form a unitary structure. Similarly, in some instances, the second diffuser 1008 may be integrated with the second inlet 1010b and / or the second inlet extension 408 to form a unitary structure. The first and second diffusers 1006, 1008 may be made of aluminum, titanium, and / or any other material (one or more) or alloy (one or more) that prevents or reduces radiative heat transfer. For example, the first and second diffusers 1006, 1008 may be made of the same material as the thermal protection plate 203.

[0086] When the landing gear 114 is in the retracted position 200 as shown, for example, in Figure 10BIn this configuration, a first diffuser 1006 is positioned above a first flange 418 of a first wheel 410, and a second diffuser 1008 is positioned above a second flange 420 of a second wheel 412. Specifically, the first diffuser 1006 has a size or shape (e.g., diameter, peripheral profile) substantially similar to that of the first flange 418 (e.g., equivalent to or within 10% of it), and the second diffuser 1008 has a size or shape (e.g., diameter, peripheral profile) substantially similar to that of the second flange 420 (e.g., equivalent to or within 10% of it). Thus, the first diffuser 1006 is positioned above and / or above the first flange 418 (e.g., hovering above it), and the second diffuser 1008 is positioned above and / or above the second flange 420 (e.g., hovering above it). Additionally, a first gap 1012 is formed between the peripheral edge 1014 of the first diffuser 1006 and the first flange 418. A second gap 1016 is formed between the peripheral edge 1018 of the second diffuser 1008 and the second flange 420. In other words, when the landing gear 114 is in the retracted position 200, the first diffuser 1006 does not directly engage or contact the first flange 418 and the second diffuser 1008 does not directly engage or contact the second flange 420. The first gap 1012 and / or the second gap 1016 can be between approximately 1 inch and 12 inches. In some instances, the first diffuser 1006 and / or the second diffuser 1008 can have a rectangular shape, a square shape, and / or any other shape. In some instances, the first diffuser 1006 and the second diffuser 1008 can be configured to define an integral structure (e.g., an elongated, dome-shaped structure) that spans (e.g., surrounds or encloses) the extension of the first flange 418 and the second flange 420.

[0087] The operation of fluid channel 202 is substantially similar to (e.g., equivalent to) the fluid channel 202 described in conjunction with the thermal control systems 102, 400, 500, 600, 700, 800, and / or 900 described above. In some instances, thermal insulation system 1004 (e.g., first and second diffusers 1006, 1008) may be implemented in conjunction with any of the thermal control systems 102, 400, 500, 600, 700, 800, and / or 900 described above.

[0088] During operation, the first and second diffusers 1006 and 1008 collect or capture heated air rising from the wheel 116 in their respective first chamber 1006b and second chamber 1008b, and block or limit the transfer of radiant heat from the brake 118 of the wheel 116 to the main structure 201 and / or other components in the wheel well 120. Additionally, the fluid passage 202 removes or discharges heated air from the first and second diffusers 1006 and 1008 in their first and second chambers 1006b and 1008, and thus from within the wheel well 120. In some instances, the suction generated by the fluid channel 202 at the respective first inlet 1010a and second inlet 1010b causes heat rising from the third brake 422 of the third wheel 424 and / or from the fourth brake 426 of the fourth wheel 428 to flow through the first gap 1012 and into the first chamber 1006b of the first diffuser 1006 and / or flow through the second gap 1016 and into the second chamber 1008b of the second diffuser 1008. Figures 10A-10C The thermal control system 1000 reduces heat transfer through convection (e.g., via fluid channel 202) and radiation (e.g., via diffuser).

[0089] Figure 11A -B illustrates another example of a thermal control system 1100 disclosed herein. It will not be described in detail below. Figure 11A-11B The components of the thermal control system 1100 are substantially similar to or equivalent to the components of the thermal control systems 500, 400, and 102 described above, and their functions are substantially similar to or equivalent to those components. Interested readers may refer to the corresponding descriptions above. For the sake of facilitating this process, similar reference numerals will be used for similar structures.

[0090] Figure 11A This is a perspective view of the thermal control system 1100 in the wheel well 120, with the landing gear 114 in the deployed position 115. Figure 11B yes Figure 11A A perspective view of the wheel well 120, with the landing gear 114 in the retracted position 200.

[0091] The thermal control system 1100 incorporates a ventilation system 1102 to reduce convective heat transfer to the main structure 201 and / or components in the wheel well 120, and incorporates an insulation system 1104 to reduce radiative heat transfer to the main structure 201 and / or components in the wheel well 120. For example, the ventilation system 1102 includes a fluid passage 202 having an inlet 204 and an outlet 206 in fluid communication with the wheel well 120 to discharge or expel heat from the brakes 118 of the wheels 116 in the wheel well 120, and the insulation system 1104 includes a diffuser 1106 to block or reduce radiation from the brakes 118 of the wheels 116. The diffuser 1106 includes a thermal shield 1108 and an extension 1110 (e.g., a wall or lip). The thermal protection plate 1108 is attached to the main structure 201 and positioned to align with the wheels 116 of the landing gear 114 when the landing gear 114 is in the retracted position 200. Figure 11A and 11B The heat shield 1108 is a rectangular plate. However, in other instances, the heat shield 1108 may have a circular, square, and / or any other suitable shape. An extension 1110 surrounds the outer edge of the heat shield 1108. In some instances, the extension 1110 at least partially surrounds the periphery or outer edge of the heat shield 1108. The extension 1110 protrudes in a direction away from the heat shield 1108 and toward the landing gear 116. In this way, the diffuser 1106 provided by the heat shield 1108 and the extension 1110 defines a cavity 1112 (e.g., defining a volume) to collect heated air from the landing gear 116 when the landing gear 116 is positioned adjacent to the diffuser 1106 (e.g., when the landing gear 114 is in the retracted position 200). The heat shield 1108 and the extension 1110 may be made of aluminum, titanium, and / or any other suitable material (one or more). Additionally, the extension 1110 restricts or reduces heat overflowing from the outer edge of the thermal shield 1108 and rising toward the main structure 201. Furthermore, the ventilation system 1102 exhausts or discharges heat from the cavity 1112 of the diffuser 1106. In other words, the cavity 1112 collects hot air convection, and the fluid channel 202 extracts hot air from the cavity 1112. Thus, the thermal control system 1100 reduces convective and radiative heat transfer to the main structure 201 and / or other components or equipment located in the wheel well 120. As a result, the dimensions of the thermal shield 1108 (e.g., area, dimensional envelope, etc.) can be smaller than known thermal shields, thereby reducing aircraft weight and increasing efficiency. In some instances, Figure 11A and 11B The ventilation system 1102 may include a second channel (e.g., similar to or equivalent to the fluid channel 202) located at the end of the heat shield 1108 opposite to the fluid channel 202.

[0092] Figure 12A and 12B It shows that it can be implemented Figure 1 The landing gear 114 disclosed herein includes an example wheel 1200 of the landing gear 1201. The wheel 1200 includes a chin ring 1202 and a chin ring extension 1204 (e.g., a heat shield) connected to a flange 1206 of the wheel 1200. Specifically, Figure 12A The inner side 1208 of the wheel 1200 shown includes a cutting edge 1202 and a cutting edge extension 1204. The outer side 1209 of the wheel 1200, opposite the inner side 1208, does not include the cutting edge extension 1204. The cutting edge 1202 is coupled to the flange 1206 and extends in a direction away from the brake 1210 of the wheel 1200. For example, the cutting edge 1202 has a height 1212 between the upper surface 1214 (e.g., the outer edge) of the flange 1206 and the upper surface 1216 (e.g., the outer edge) of the cutting edge 1202. In some instances, the height 1212 is approximately between 3 inches and 6 inches. Specifically, the upper surface 1216 of the cutting edge 1202 is slightly higher (e.g., between 1 inch and 3 inches) than the outermost surface 1218 of the brake 1210. Therefore, the upper surface 1216 of the blade ring 1202 extends above or beyond the outermost surface 1218 of the brake 1210. The blade ring extension 1204 is attached to the blade ring 1202 and extends in a direction away from the upper surface 1216 of the blade ring 1202. The extension ring 1204 has a height 1220 between the upper surface 1222 of the blade ring extension 1204 and the upper surface 1214 of the flange 1206. In some instances, the height 1220 is approximately between 6 inches and 12 inches. Therefore, the distance by which the upper surface 1222 of the blade ring extension 1204 is above (e.g., between 3 inches and 9 inches) the outermost surface 1218 of the brake 1210 is greater than the distance between the upper surface 1216 of the blade ring 1202 and the outermost surface 1218 of the brake 1210. The landing gear 1201 includes wheels 1200 and 1230 supported by a first shaft 1226, and wheels 1231 and 1233 supported by a second shaft. In some instances, the landing gear 1201 may be implemented without wheels 1231 and 1233.

[0093] The cutting edge 1202 is connected to or attached to the flange 1206, and the cutting edge extension 1204 is also connected to or attached to the flange 1206. For example, the cutting edge 1202 is connected to the flange 1206 via fasteners (e.g., bolts, welding, etc.). Similarly, the cutting edge 1202 is connected to the flange 1206 via fasteners (e.g., bolts, welding, etc.). In some instances, the cutting edge 1202 and the cutting edge extension 1204 are an integral structure (e.g., a one-piece structure). In some instances, the cutting edge 1202, the cutting edge extension 1204, and the flange 1206 form an integral structure (e.g., a one-piece structure). The landing gear 1201 includes a wheel 1230, which is substantially similar to (e.g., a mirror image of) the wheel 1200.

[0094] Figure 12B yes Figure 12A A top view of the landing gear 1201. In this example, the inner side 1208 of the wheel 1200 includes a blade ring 1202 and a blade ring extension 1204. Similarly, as described above, the inner side 1208 of the wheel 1230 includes a blade ring 1202 and a blade ring extension 1204. In some examples, the outer side 1209 of the wheel 1200 and / or the wheel 1230 may include a blade ring 1202 and / or a blade ring extension 1204. In some examples, only the wheel 1200 includes a blade ring 1202 and a blade ring extension 1204.

[0095] During operation, the cutting edge 1202 blocks or prevents radiated effects (e.g., impacts) from the brake 1210 onto the tires 1232 and 1234 of the wheel 1200. For example, the cutting edge 1202 of the wheel 1200 and the cutting edge 1202 of the wheel 1230 provide... Figure 12B The dashed line represents the radiation profile 1236 (e.g., the radial line of sight). For example, the cutting edge 1202 of wheel 1200 and the cutting edge 1202 of wheel 1230 result in the radiation profile 1236 in a direction away from the tire 1232 of wheel 1200 and the tire 1234 of wheel 1230.

[0096] However, the radial profiles 1236 provided by the blade rings 1202 of wheel 1200 (i.e., without the blade ring extension 1204 of wheel 1200) and the blade rings 1202 of wheel 1230 (i.e., without the blade ring extension 1204 of wheel 1230) overlap at a certain distance from wheels 1200 and 1230, which can affect the surrounding structure 1248 of aircraft 100. Specifically, the radial profile 1236a of the brake 1210 of wheel 1200 overlaps with the radial profile 1236b of the brake 1210 of wheel 1230. The overlapping radial profiles 1236 can lead to a large amount of heat (e.g., hot spots), which can affect the surrounding structure 1248 of aircraft 100 (e.g., main structure). Some example aircraft employ thermal shielding (e.g., thermal insulation) along the surrounding structure 1248 affected by the overlapping radial profile 1236 to block radiation from the overlapping radial profile 1236. However, thermal shielding increases manufacturing costs and adds weight to the aircraft, thereby reducing aircraft efficiency.

[0097] The blade ring extension 1204 alters or changes the radial profile 1250 (e.g., radial line of sight) of the brake 1210 of the wheel 1200 and the brake 1210 of the wheel 1230. Specifically, the blade ring extension 1204 prevents the radial profile 1250 from overlapping. For example, the blade ring extension 1204 prevents or reduces overlapping radial profiles 1250 that could otherwise be formed in the absence of the blade ring extension 1204 of the wheel 1200 and the blade ring extension 1204 of the wheel 1230. In other words, the blade ring extension 1204 of wheel 1200 guides the heat source from brake 1210 of wheel 1200 in a radial profile 1250a, and the blade ring extension 1204 of wheel 1230 guides the heat source from brake 1210 of wheel 1230 in a radial profile 1250b that does not overlap with radial profile 1250a (e.g., at the surrounding structure 1248 of aircraft 100). Therefore, the blade ring extension 1204 does not have overlapping radial profiles—overlapping radial profiles that could occur separately when wheels 1200 and 1230 are implemented with blade ring 1202 but without blade ring extension 1204. As a result, aircraft 100 does not require a heat shield on the surrounding structure 1248, thereby reducing manufacturing costs and increasing efficiency. In some instances, the blade ring extension 1204 can use a smaller heat shield on the surrounding structure 1248, thereby reducing manufacturing costs and increasing efficiency.

[0098] Figure 13-16 The text shows representatives used for implementation. Figure 5-9 The flowcharts are for example methods 1300-1600 of controller 508. The flowcharts represent the implementation... Figure 5-9The controller 508 comprises hardware logic, machine-readable instructions, a hardware-implemented state machine, and / or any combination thereof. Machine-readable instructions can be a combination of the following... Figure 17 The computer processor shown in the example processor platform 1700 discussed, such as processor 1712, executes one or more executable programs or portions of executable programs. The program may be embodied in software stored on a non-transitory computer-readable storage medium such as a CD-ROM, floppy disk, hard disk drive, DVD, Blu-ray disc, or memory associated with processor 1712, while the entire program and / or portions thereof may optionally be executed by a device other than processor 1712 and / or embodied in firmware or dedicated hardware. Further, although references... Figure 13-16 The flowchart shown describes an example program, but many other methods of implementing the example controller 508 may be used optionally. For example, the execution order of the blocks may be changed, and / or some of the blocks described may be changed, eliminated, or combined. Additionally or optionally, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers, logic circuits, etc.) configured to operate accordingly without executing software or firmware.

[0099] The machine-readable instructions described herein can be stored in one or more of the following formats: compressed format, encrypted format, segmented format, packaged format, etc. The machine-readable instructions described herein can be stored as data (e.g., instruction portions, code, code representation, etc.) that can be used to create, manufacture, and / or produce machine-executable instructions. For example, machine-readable instructions can be segmented and stored on one or more storage devices and / or computing devices (e.g., servers). Machine-readable instructions may require one or more of the following to be installed, modified, adapted, updated, combined, supplemented, configured, decrypted, decompressed, unpacked, distributed, and redistributed to make them directly readable and / or executable by computing devices and / or other machines. For example, machine-readable instructions can be stored in multiple parts, which are individually compressed, encrypted, and stored on separate computing devices, wherein these parts, after decryption, decompression, and combination, form a set of executable instructions that implement programs such as those described herein. In another instance, machine-readable instructions may be stored in a state where they can be read by a computer but require the addition of libraries (e.g., dynamic link libraries (DLLs)), software development kits (SDKs), application programming interfaces (APIs), etc., to execute the instructions on a specific computing device or other device. In yet another instance, the machine-readable instructions (e.g., storage settings, data input, recorded network addresses, etc.) may need to be configured before they can be executed, wholly or partially, with respect to the machine-readable instructions and / or corresponding programs (one or more). Therefore, the disclosed machine-readable instructions and / or corresponding programs (one or more) are intended to include such machine-readable instructions and / or programs (one or more), regardless of the specific format or state in which the machine-readable instructions and / or programs (one or more) are stored or otherwise detached or transmitted.

[0100] As described above, executable instructions (e.g., computer and / or machine-readable instructions) stored on non-transitory computer and / or machine-readable media such as hard disk drives, flash memory, read-only memory, optical disks, digital multifunction disks, caches, random access memory, and / or any other storage device or disk (where information is stored for any duration (e.g., a prolonged period, permanently, temporarily, temporarily buffered, and / or cached)) can be used to implement Figure 13-16 The example process. As used herein, the term non-transitory computer-readable medium is explicitly defined to include any type of computer-readable storage device and / or storage disk, and excludes propagated signals and transmission media.

[0101] "Comprising" and "including" (and all their forms and tenses) are used herein as open-ended terms. Therefore, whenever a claim uses any form of "comprising" or "including" (e.g., including, comprising, having, etc.) as a preamble or in any form of claim description, it should be understood that additional elements, terms, etc., may be present without falling outside the scope of the corresponding claim or description. As used herein, when the phrase "at least" is used, for example, as a transitional term in the preamble of a claim, it is open-ended in the same way as the open-ended terms "comprising" and "including". When used, for example, in the form of A, B, and / or C, the term "and / or" refers to any combination or subset of A, B, C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. When used in a context describing a structure, component, article, object, and / or thing, the phrase "at least one of A and B" is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, when used in a context describing a structure, component, article, object, and / or thing, the phrase "at least one of A or B" is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. When used in a context describing the performance or execution of a process, instruction, action, activity, and / or step, the phrase "at least one of A and B" is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, when used in a context describing the performance or execution of a process, instruction, action, activity, and / or step, the phrase "at least one of A or B" is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0102] Figure 13 Method 1300 can be implemented Figure 5 Example thermal control system 500, Figure 8 Example thermal control system 800 and / or Figure 9 Example thermal control system 900.

[0103] Method 1300 begins when controller 508 activates thermal control system 500 (block 1302). For example, landing gear position detector 512 may receive a signal from position sensor 511 indicating that the landing gear is in retracted position 200. Controller 508 may activate thermal control system 500 after detecting that the landing gear has moved from deployed position 115 to retracted position 200. After the method ends (i.e., when the fluid device is deactivated), in some instances, controller 508 does not activate thermal control system until controller 508 detects that landing gear 114 has moved from deployed position 115 to retracted position 200. In some instances, controller 508 maintains activation of thermal control system 500 for a period of time after takeoff (e.g., two hours after takeoff). For example, controller 508 may receive or obtain one or more parameters from engine controller or aircraft controller to determine when the aircraft is in flight.

[0104] Controller 508 acquires a measured temperature value (block 1304). For example, temperature determiner 510 receives from temperature sensor 506 a measured temperature value representing the fluid flowing through fluid passage 202. In some instances, temperature determiner 510 receives from temperature sensor 522 a measured temperature value representing the air temperature in wheel well 120. In some instances, temperature determiner 510 determines the measured temperature value by determining the average temperature value of the measured temperature value from temperature sensor 506 and the measured temperature value from temperature sensor 522.

[0105] The controller 508 compares the measured temperature value with an operating temperature threshold (block 1306). For example, the controller 508 and / or comparator 514 retrieve and / or otherwise obtain the operating temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value with the operating threshold temperature.

[0106] Then, controller 508 determines whether the measured temperature value exceeds the operating temperature threshold (block 1308). If the controller determines at block 1308 that the measured temperature value exceeds the operating temperature threshold, then controller 508 activates the fluid device (block 1310). For example, device actuator 516 causes fluid valve 504 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 206. In some instances, device actuator 516 causes flow generator 804 to activate or open to allow fluid flow through fluid passage 202 between inlet 204 and outlet 802. In some instances, device actuator 516 causes fluid valve 908 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 802.

[0107] If the controller determines at block 1308 that the measured temperature value does not exceed the operating temperature threshold, then controller 508 deactivates the fluid device (block 1312). For example, device actuator 516 causes fluid valve 504 to move to the closed position to prevent or restrict fluid flow through fluid passage 202 between inlet 204 and outlet 206. In some instances, device actuator 516 causes flow generator 804 to deactivate or shut down to prevent fluid flow through fluid passage 202 between inlet 204 and outlet 802. In some instances, device actuator 516 causes fluid valve 908 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 802.

[0108] Figure 14 Method 1400 can be implemented Figure 6 Example thermal control system 600. Controller 508 obtains measured temperature values ​​(block 1402). For example, temperature determiner 510 receives a first measured temperature value representing fluid flowing through a first inlet 402 from a first brake sensor 604 and / or a second measured temperature value representing fluid flowing through a second inlet 404 from a second brake sensor 606. In some instances, temperature determiner 510 determines the measured temperature value by determining the average temperature value of the first measured temperature value from the first brake sensor 604 and the second measured temperature value from the second brake sensor 606.

[0109] The controller 508 compares the measured temperature value with a brake temperature threshold (block 1404). For example, the controller 508 and / or comparator 514 retrieve and / or otherwise obtain the brake temperature threshold from a threshold database 520, and the comparator 514 compares the measured temperature value with the brake threshold temperature.

[0110] If controller 508 determines at block 1406 that the measured temperature value exceeds the brake temperature threshold, then the controller deactivates the fluid control device (block 1408), activates an alarm (block 1410), and / or deploys the landing gear (block 1412). For example, device operator 516 commands fluid valve 504 to move to the closed position to prevent fluid flow through fluid passage 202. Output generator 518 causes an alarm to be activated in the cockpit to warn personnel and / or operates the actuator to move landing gear 114 to the deployed position 115.

[0111] If controller 508 determines at block 1406 that the measured temperature value does not exceed the brake temperature threshold, then controller 508 compares the measured temperature value with the operating temperature threshold (block 1414). Controller 508 then determines whether the measured temperature value exceeds the operating temperature threshold (block 1416).

[0112] If the controller determines at block 1416 that the measured temperature value exceeds the operating temperature threshold, then controller 508 activates the fluid device (block 1418). For example, device actuator 516 causes fluid valve 504 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 206. If the controller determines at block 1416 that the measured temperature value does not exceed the operating temperature threshold, then controller 508 deactivates the fluid device (block 1420). For example, device actuator 516 causes fluid valve 504 to move to the closed position to prevent or restrict fluid flow through fluid passage 202 between inlet 204 and outlet 206.

[0113] Figure 15 Method 1500 can be implemented Figure 7 Example thermal control system 700. Controller 508 obtains a measured temperature value (block 1502). For example, temperature determiner 510 receives the measured temperature value from fire sensor 704. Controller 508 compares the measured temperature value with a fire temperature threshold (block 1504). For example, controller 508 and / or comparator 514 retrieve and / or otherwise obtain the fire temperature threshold from threshold database 520, and comparator 514 compares the measured temperature value with the fire threshold temperature. Controller 508 then determines whether the measured temperature value exceeds the fire temperature threshold (block 1506).

[0114] If controller 508 determines at block 1506 that the measured temperature value exceeds the fire temperature threshold, then controller 508 deactivates the fluid control unit (block 1508), activates the alarm (block 1510), and / or deploys the landing gear (block 1512). For example, device operator 516 commands fluid valve 504 to move to the closed position to prevent fluid flow through fluid passage 202. Output generator 518 causes an alarm to be activated in the cockpit to warn personnel and / or operates the actuator to move landing gear 114 to the deployed position 115.

[0115] If controller 508 determines at block 1506 that the measured temperature value does not exceed the fire temperature threshold, then controller 508 compares the measured temperature value with the operating temperature threshold (block 1514) and determines whether the measured temperature value exceeds the operating temperature threshold (block 1516).

[0116] If the controller determines at block 1516 that the measured temperature value exceeds the operating temperature threshold, then controller 508 activates the fluid device (block 1518). For example, device actuator 516 causes fluid valve 504 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 206. If the controller determines at block 1516 that the measured temperature value does not exceed the operating temperature threshold, then controller 508 deactivates the fluid device (block 1520). For example, device actuator 516 causes fluid valve 504 to move to the closed position to prevent or restrict fluid flow through fluid passage 202 between inlet 204 and outlet 206.

[0117] Figure 16 Method 1600 can implement the example thermal control system disclosed herein, which includes Figure 6 Brake overheat detection system 602 and Figure 7 The fire detection system. Controller 508 obtains a measured temperature value (block 1602). For example, temperature determiner 510 receives the measured temperature value from first brake sensor 604, second brake sensor 606, and / or fire sensor 704. Controller 508 compares the measured temperature value with a fire temperature threshold (block 1604). For example, controller 508 and / or comparator 514 retrieve and / or otherwise obtain the fire temperature threshold from threshold database 520, and comparator 514 compares the measured temperature value with the fire threshold temperature. Controller 508 then determines whether the measured temperature value exceeds the fire temperature threshold (block 1606).

[0118] If controller 508 determines at block 1606 that the measured temperature value does not exceed a fire temperature threshold, then controller 508 compares the measured temperature value with the brake temperature threshold (block 1614). For example, controller 508 and / or comparator 514 retrieve and / or otherwise obtain the brake temperature threshold from threshold database 520, and comparator 514 compares the measured temperature value with the brake threshold temperature. Controller 508 then determines whether the measured temperature value exceeds the brake temperature threshold (block 1616).

[0119] If controller 508 determines at block 1606 that the measured temperature exceeds a fire temperature threshold, or if controller 508 determines at block 1616 that the measured temperature exceeds a brake temperature threshold, then controller 508 deactivates the fluid control unit (block 1608), activates an alarm (block 1610), and / or deploys the landing gear (block 1612). For example, device operator 516 commands fluid valve 504 to move to the closed position to prevent fluid flow through fluid passage 202. Output generator 518 causes an alarm to be activated in the cockpit to warn personnel and / or operates the actuator to move landing gear 114 to the deployed position 115.

[0120] If the controller 508 determines at block 1616 that the measured temperature value does not exceed the brake temperature threshold, then the controller 508 compares the measured temperature value with the operating temperature threshold (block 1618) and determines whether the measured temperature value exceeds the operating temperature threshold (block 1618).

[0121] If the controller determines at block 1618 that the measured temperature value exceeds the operating temperature threshold, then controller 508 activates the fluid device (block 1622). For example, device actuator 516 causes fluid valve 504 to move to the open position to allow fluid flow through fluid passage 202 between inlet 204 and outlet 206. If the controller determines at block 1620 that the measured temperature value does not exceed the operating temperature threshold, then controller 508 deactivates the fluid device (block 1624). For example, device actuator 516 causes fluid valve 504 to move to the closed position to prevent or restrict fluid flow through fluid passage 202 between inlet 204 and outlet 206.

[0122] Figure 17 This is a block diagram of the instance processor platform 1700, which is configured to execute... Figure 13-16 Instructions to be implemented Figure 5-9 The controller 508. The processor platform 1700 can be, for example, a server, personal computer, workstation, self-learning machine (e.g., neural network), or mobile device (e.g., mobile phone, smartphone, tablet computer such as iPad). TM Internet devices, or any other type of computing device.

[0123] The processor platform 1700 shown in the example includes a processor 1712. The processor 1712 in the example shown is hardware. For example, the processor 1712 can be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired manufacturer or supplier. The hardware processor can be a semiconductor-based (e.g., silicon-based) device. In this example, the processor implements a temperature determiner 510, a landing gear position detector 512, a comparator 514, a device actuator 516, and an output generator 518.

[0124] The processor 1712 of the illustrated example includes local memory 1713 (e.g., cache). The processor 1712 of the illustrated example communicates via bus 1718 with main memory, which includes volatile memory 1714 and non-volatile memory 1716. The volatile memory 1714 may be synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), etc. Dynamic Random Access Memory And / or any other type of random access memory device. The non-volatile memory 1716 may be implemented by flash memory and / or any other desired type of memory device. Access to the main memory 1714, 1716 is controlled by the memory controller.

[0125] The processor platform 1700 shown in the example also includes interface circuitry 1720. Interface circuitry 1720 can be implemented using any type of interface standard, such as an Ethernet interface, Universal Serial Bus (USB), etc. Interfaces, Near Field Communication (NFC) interfaces, and / or PCI Express interfaces.

[0126] In the illustrated example, one or more input devices 1722 are connected to interface circuitry 1720. The input devices (one or more) 1722 allow the user to input data and / or commands into processor 1712. The input devices (one or more) can be implemented, for example, an audio sensor, microphone, camera (still or video), keyboard, button, mouse, touchscreen, touchpad, trackball, isopoint, and / or voice recognition system.

[0127] One or more output devices 1724 are also connected to the interface circuitry 1720 of the illustrated example. The output devices 1724 can be implemented, for example, display devices (e.g., light-emitting diodes (LEDs), organic light-emitting diodes (OLEDs), liquid crystal displays (LCDs), cathode ray tube displays (CRTs), in-place switching (IPS) displays, touchscreens, etc.), haptic output devices, printers, and / or speakers. Therefore, the interface circuitry 1720 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0128] The interface circuit 1720 shown in the example also includes communication devices, such as a transmitter, receiver, transceiver, modem, residential gateway, wireless access point, and / or network interface, to facilitate data exchange with external machines (e.g., any kind of computing device) via network 1726. Communication can be conducted via, for example, Ethernet connections, digital subscriber line (DSL) connections, telephone line connections, coaxial cable systems, satellite systems, line-of-site wireless systems, cellular telephone systems, etc.

[0129] The processor platform 1700 shown in the example also includes one or more mass storage devices 1728 for storing software and / or data. Examples of such mass storage devices 1728 include floppy disk drives, hard disk drives, optical disk drives, Blu-ray disk drives, redundant array of independent disks (RAID) systems, and digital multifunction disc (DVD) drives.

[0130] Figure 13-16 The machine-executable instructions 1732 can be stored in mass storage device 1728, volatile memory 1714, non-volatile memory 1716 and / or on removable non-transitory computer-readable storage media such as CD or DVD.

[0131] In some instances, the thermal control system 102, 400-1100 and / or the ventilation systems 202a, 400a, 500a, 600a, 700a, 800a, 900a, 1002, 1102 provide mechanisms for discharging or expelling heat from the brakes of the wheels located in the wheel wells. In some instances, the thermal control system 102, 400-1100 and / or the passage 202, inlet 204, first inlet 402, second inlet 404, outlet 206, outlet 802, conduits and / or delivery pipes provide mechanisms for defining fluid passages. In some instances, outlet 206, flow generator 804, flow generator 902 and / or ejector provide mechanisms for generating a pressure differential. In some examples, the thermal insulation system 1004, the first diffuser 1006, the second diffuser 1008, the first cavity 1006b, the second cavity 1008b, the thermal insulation system 1104, and / or cavity 1112 provide mechanisms for collecting heat from the brakes of the landing gear wheels. In some examples, the shut-off system 502, the fluid valve 504, the temperature sensor 506, the flow generator 804, the flow generator 902, the fluid valve 908, and / or the controller 508 provide mechanisms for controlling the flow of fluid through the passageway. In some examples, the brake overheat detection system 602, the first brake sensor 604, the second brake sensor 606, and / or the controller 508 provide mechanisms for detecting brake overheating. In some examples, the fire detection system 702, the fire sensor 704, and / or the controller 508 provide mechanisms for detecting fire. In some instances, controller 508 provides mechanisms for controlling thermal control systems 102, 400-1100 and / or ventilation systems 202a, 400a, 500a, 600a, 700a, 800a, 900a, 1002, 1102. In some instances, temperature determiner 510 provides mechanisms for determining the temperature of fluid in channel 202. In some instances, comparator 514 provides mechanisms for comparing measured temperature values ​​(e.g., from temperature sensor 506, temperature sensor 522, first brake sensor 604, second brake sensor 606, fire sensor 704) with temperature thresholds, brake temperature thresholds, and / or fire temperature thresholds (e.g., from a threshold database). In some instances, landing gear position detector 512 provides mechanisms for detecting the position of landing gear 114. In some instances, device operator 516 provides mechanisms for controlling fluid devices (e.g., fluid valve 504, flow generator 804, flow generator 902, fluid valve 908). In some instances, output generator 518 provides mechanisms for activating (e.g., in the cockpit of an aircraft) an alarm and / or for operating / deploying landing gear 114.In some instances, the threshold database 520 provides a mechanism for storing thresholds (e.g., operating temperature thresholds, brake temperature thresholds, and fire temperature thresholds).

[0132] While each of the above-disclosed thermal control systems 102, 400-1100 and wheel 1200 has certain features, it should be understood that it is not necessary to use a particular feature of one instance specifically for that instance. In fact, any feature depicted above and / or in the figures can be combined with any of the instances, in addition to or in lieu of any other feature of those instances. Features of one instance are not mutually exclusive with features of another instance. In fact, the scope of this disclosure includes any combination of any features. In some instances, the thermal control system disclosed according to the teachings of this disclosure may have features of thermal control system 102, 400-1100 combined with wheel 1200, shut-off system 502, brake overheat detection system 602, fire detection system 702, blade ring 1202, blade ring extension 1204, and / or any other component(s), structure(s), or feature(s) disclosed herein configured to perform methods 1300-1600.

[0133] At least some of the examples above include one or more features and / or advantages, including but not limited to the following:

[0134] In some instances, the thermal control system includes a duct that defines a fluid passage between an inlet and an outlet. The inlet of the duct is positioned in fluid communication with the landing gear wheel well, and the outlet of the duct is positioned in fluid communication with the atmosphere. The duct generates a pressure differential across the fluid passage between the inlet and outlet to dissipate heat from the landing gear wheel well into the atmosphere.

[0135] In some instances, when the aircraft wheels are retracted and stored in the landing gear wheel bay, the duct inlet is located close to the aircraft wheel brake positioning.

[0136] In some instances, the outlet is formed on the wing surface of the aircraft.

[0137] In some instances, the outlet is formed on a portion of the wing surface, where the pressure is lower than that inside the landing gear wheel wells.

[0138] In some instances, the valve is connected to a fluid passage. The valve is movable between a first position that allows fluid flow through the fluid passage from inlet to outlet when the temperature of the air in the wheel well exceeds an operating temperature threshold, and a second position that prevents fluid flow through the fluid passage from inlet to outlet when the temperature of the air in the wheel well does not exceed the operating temperature threshold.

[0139] In some instances, the first temperature sensor measures the temperature of the air flowing through the fluid channel.

[0140] In some instances, a second temperature sensor measures the temperature of the air flowing through the fluid channel.

[0141] In some instances, a fan is inserted into the fluid channel to create a pressure difference across the conduit between the inlet and outlet.

[0142] In some instances, the ejector is in fluid communication with the fluid passage. The ejector provides high-pressure bleed air downstream of the inlet to create a pressure differential across the fluid passage, causing air from the wheel well to flow from the inlet toward the outlet.

[0143] In some instances, diffusers define cavities to collect heat from the brakes of an aircraft's wheels.

[0144] In some instances, the cavity is in fluid communication with the inlet of the fluid channel.

[0145] In some instances, the diffuser includes a dome-shaped structure that defines the cavity.

[0146] In some instances, the diffuser includes a plate and an extension extending from the plate to define a cavity.

[0147] In some instances, the plate and extension form a rectangular shape.

[0148] In some instances, when the aircraft's landing gear is in the retracted position, the duct inlet is suspended on the support structure of the landing gear wheel well adjacent to the aircraft's wheel brakes.

[0149] In some instances, the thermal control system includes a first duct that defines a first inlet located in the landing gear wheel well of an aircraft. When the first aircraft landing gear is retracted into the wheel well, the first inlet is positioned adjacent to a first brake of the first wheel of the first aircraft landing gear. A second duct defines a second inlet located in the landing gear wheel well of an aircraft. When the aircraft landing gear is retracted into the wheel well, the second inlet is positioned adjacent to a second brake of the second wheel of the aircraft landing gear. A main duct defines an outlet in fluid communication with the atmosphere. The main duct fluidly connects the first inlet of the first duct and the second inlet of the second duct to the outlet.

[0150] In some instances, the first and second inlets allow fluid to flow to the outlet in response to a pressure difference across a fluid passage defined by the main pipe.

[0151] In some instances, a first diffuser defines a first cavity that is positioned above a first wheel and in fluid communication with a first inlet. A second diffuser defines a second cavity that is positioned adjacent to a second wheel and in fluid communication with a second inlet.

[0152] In some instances, the thermal control system includes a mechanism for defining a fluid passage between an inlet and an outlet. The inlet of the mechanism defining the fluid passage is positioned in fluid communication with the landing gear wheel well. The outlet of the mechanism defining the fluid passage is positioned in fluid communication with the atmosphere. The system includes a mechanism for generating a pressure differential across the mechanism defining the fluid passage to induce fluid flow from the inlet to the outlet to dissipate heat from the landing gear wheel well.

[0153] In some instances, the system includes a mechanism for collecting heat from the brakes of the landing gear wheels. The heat collection mechanism includes a mechanism for defining a cavity that is in fluid communication with an inlet of a mechanism for defining a fluid passage.

[0154] While certain example methods, apparatuses, and articles of manufacture are described herein, the scope of this patent is not limited thereto. In fact, this patent covers all methods, apparatuses, and articles of manufacture that fall within the scope of the appended claims literally or fairly under the doctrine of equivalents.

Claims

1. A thermal control system (102, 400-1100) for use with an aircraft (100), the thermal control system comprising: a heat shield (1108) located within a landing gear wheel well (120) of the aircraft (100) and above a landing gear (114); a protrusion extending from the heat shield (1108), the protrusion surrounding a periphery of the heat shield (1108) to define a cavity (1112), the cavity (1112) aligned with one or more wheels (116) of the landing gear (114) when the landing gear (114) is in a retracted position (200), the cavity (1112) collecting heat from the one or more wheels (116) of the landing gear (114) when the landing gear (114) is in the retracted position (200), the protrusion for limiting heat from spilling over the periphery of the heat shield (1108) and rising towards a structure of the aircraft (100); and a conduit (210) defining a fluid passageway (202) between an inlet (204, 402, 404) and an outlet (206, 802), the inlet of the conduit positioned in fluid communication with the cavity (1112), the outlet of the conduit positioned in fluid communication with the atmosphere, the conduit creating a pressure differential across the fluid passageway between the inlet and the outlet to expel heat from the cavity (1112) into the atmosphere.

2. The thermal control system as defined in claim 1, wherein the inlet of the conduit is positioned proximate to a brake (118) of an aircraft wheel (116) when the aircraft wheel is retracted and stored in the landing gear wheel well.

3. The thermal control system as defined in claim 1 or 2, wherein the outlet is formed on a wing surface (104) of the aircraft.

4. The thermal control system as defined in claim 3, wherein the outlet is formed on a portion (110) of the wing surface (104) having a pressure less than a pressure within the landing gear wheel well.

5. The thermal control system as defined in claim 1 or 2, further comprising a valve (504, 908) coupled to the fluid passageway, the valve movable between a first position and a second position, the first position allowing fluid flow through the fluid passageway from the inlet to the outlet when a temperature of air in the wheel well exceeds a run temperature threshold, and the second position preventing fluid flow through the fluid passageway from the inlet to the outlet when the temperature of air in the wheel well does not exceed the run temperature threshold.

6. The thermal control system as defined in claim 5, further comprising a first temperature sensor (506, 604) to measure a temperature of air flowing through the fluid passageway.

7. The thermal control system as defined in claim 6, further comprising a second temperature sensor (606) to measure a temperature of air flowing through the fluid passageway.

8. The thermal control system as defined in claim 1 or 2, further comprising a fan (804) inserted in the fluid passage to create the pressure differential across the conduit between the inlet and the outlet.

9. The thermal control system as defined in claim 1 or 2, further comprising an ejector (902) in fluid communication with the fluid passage, the ejector providing high pressure bleed air downstream of the inlet to create the pressure differential across the fluid passage to cause air from the wheel well to flow from the inlet toward the outlet.

10. The thermal control system as defined in claim 1, further comprising a diffuser (1006, 1008, 1104) defining a cavity (1006b, 1008b, 1112) to collect heat from brakes (118) of a wheel (116) of the aircraft.

11. The thermal control system as defined in claim 10, wherein the cavity is in fluid communication with the inlet of the fluid passage.

12. The thermal control system as defined in claim 10 or 11, wherein the diffuser comprises a dome-shaped structure (1006a, 1008a) defining the cavity.

13. The thermal control system as defined in claim 10 or 11, wherein the diffuser comprises a plate (1108) and an extension (1110) extending from the plate to define the cavity.

14. The thermal control system as defined in claim 13, wherein the plate and the extension form a rectangular shape.

15. The thermal control system as defined in claim 1 or 2, wherein the inlet of the conduit is suspended on a support structure (201) of the landing gear wheel well proximate to brakes (118) of a wheel (116) of the aircraft when a landing gear (114) of the aircraft is in a retracted position (200).

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