Aircraft brake temperature control system

Abstract

An aircraft brake temperature control system (BTCS) for controlling the temperature of a brake of a landing gear of an aircraft is disclosed. The system includes a controller configured to cause at least one fluid moving device to selectively drive a flow of fluid onto the brake in one of a plurality of modes to control the temperature of the brake. Also disclosed are: an aircraft system including the aircraft brake temperature control system and the at least one fluid moving device; an aircraft including the aircraft brake temperature control system or the aircraft system; and a method of controlling the temperature of a brake of a landing gear of an aircraft. Further disclosed is a non-transitory computer readable storage medium including a set of computer readable instructions stored thereon that, when executed by a controller, cause the controller to perform the method. Also disclosed is a fluid moving system for moving fluid along a surface of a brake of a landing gear of an aircraft.

Description

Technical Field

[0001] This invention relates to a temperature control system for aircraft brakes. Background Technology

[0002] Aircraft braking systems generate heat during normal operating conditions. Increased brake temperatures can lead to increased braking distance, increased wear, and increased turnaround time between flights. Summary of the Invention

[0003] A first aspect of the invention provides an aircraft brake temperature control system for controlling the temperature of a landing gear brake of an aircraft. The aircraft brake temperature control system includes a controller configured to selectively drive a certain flow rate of fluid onto the brake in one of a plurality of modes to control the temperature of the brake.

[0004] Optionally, the controller is configured to cause at least one fluid moving device to drive a certain flow rate of fluid onto the brake to control the temperature of the brake, based on the condition that the aircraft is in flight as indicated to the controller.

[0005] Optionally, the controller is configured to drive at least one fluid movement device to apply a certain flow rate of fluid to the brake to control the temperature of the brake based on a determination of whether the aircraft is in flight. Optionally, the controller is configured to drive at least one fluid movement device to apply a certain flow rate of fluid to the brake to control the temperature of the brake based on a further determination related to at least one of the following: time-related considerations, functional considerations of at least one component of the aircraft, and noise, vibration, and / or ride comfort (NVH) considerations of the aircraft (e.g., noise considerations, vibration considerations, and ride comfort considerations). Optionally, time-related considerations include at least one of the time-related operation of the aircraft and the time-related conditions external to the aircraft. Optionally, the time-related operation of the aircraft includes at least one of the following: the flight duration of the aircraft during a given flight period, the interval between successive flights of the aircraft, the elapsed flight duration during a given flight period, and the remaining flight duration of the aircraft during a given flight period. Optionally, the external time conditions of the aircraft include at least the time of the time zone during one or more parts of the aircraft's flight. Optionally, functional considerations relate to at least one of performance considerations and service life considerations. Optionally, the landing gear and / or landing gear bay includes at least one of the aforementioned components.

[0006] Optionally, the brake temperature is the temperature of the braking surface. Optionally, the brake includes a disc-shaped component and the disc-shaped component includes a braking surface. Optionally, the temperature is a temperature detected by a temperature sensor. Optionally, the temperature sensor is positioned on the brake. Optionally, the temperature sensor is positioned separately from the brake. Optionally, the temperature sensor is positioned on the landing gear. Optionally, the temperature sensor is positioned separately from the landing gear. Optionally, the temperature sensor is positioned in the landing gear bay of the aircraft. Optionally, the brake temperature is a temperature detected by multiple temperature sensors.

[0007] Optionally, the controller is configured to cause at least one fluid moving device to drive a certain flow rate of fluid onto the brake, thereby reducing the temperature of the brake. Optionally, the controller is configured to cause at least one fluid moving device to drive a certain flow rate of fluid onto the brake, thereby reducing the temperature of the brake to a target temperature. Optionally, the target temperature is less than 300 degrees Celsius. Optionally, the target temperature is less than 200 degrees Celsius. Optionally, the target temperature is a temperature range. Optionally, the temperature range is from 100 degrees Celsius to 300 degrees Celsius. Optionally, the temperature range is from 100 degrees Celsius to 200 degrees Celsius.

[0008] Optionally, the controller is configured to operate the at least one fluid movement device in a first mode of the plurality of modes to allow fluid at a relatively high flow rate to flow onto the brake, and in a second mode of the plurality of modes to allow fluid at a relatively low flow rate to flow onto the brake. Optionally, the first mode occurs during a first portion of the flight duration, and the second mode occurs during a second portion of the flight duration.

[0009] Optionally, the fluid flow rate is a volumetric flow rate. Optionally, the relatively high flow rate of the fluid is greater than 100 liters per second. Optionally, the relatively low flow rate of the fluid is less than or equal to 100 liters per second. Optionally, the relatively high flow rate of the fluid is between 100 liters per second and 300 liters per second. Optionally, the relatively low flow rate of the fluid is between 20 liters per second and 80 liters per second. Optionally, the fluid flow rate is a mass flow rate.

[0010] Optionally, the controller is configured to cause the at least one fluid moving device to operate at a first speed in a first mode and at a second speed in a second mode, wherein the first speed is greater than the second speed. Optionally, the at least one fluid moving device is capable of operating at a variable speed, and the controller is configured to cause the at least one fluid moving device to operate at a variable speed. Optionally, the flow rate of the fluid flowing to the brake is fixed in the first mode and / or the second mode. Optionally, the flow rate of the fluid flowing to the brake is variable within a certain range in the first mode and / or the second mode.

[0011] Optionally, the controller is configured to cause the at least one fluid moving device to drive a certain flow rate of fluid onto the brake based on conditions indicated to the controller that the brake requires cooling.

[0012] Optionally, the at least one fluid movement device includes a fluid movement device located on or mounted on the landing gear.

[0013] Optionally, the at least one fluid movement device includes a fluid movement device detached from the landing gear. Optionally, the fluid movement device is not attached to the landing gear.

[0014] Optionally, the at least one fluid movement device includes a fluid movement device mounted to the landing gear bay, the landing gear being retractable into the landing gear bay. Optionally, the fluid movement device is mounted to a portion of the landing gear bay.

[0015] Optionally, the at least one fluid moving device includes a plurality of fluid moving devices, and optionally, the controller is configured to selectively cause each of the plurality of fluid moving devices to drive fluid of a corresponding flow rate onto the brake.

[0016] Optionally, the controller is configured to allow outside air to enter the internal environment, including the brake and the at least one fluid movement device, for heat transfer between the outside air and the fluid, wherein the outside air originates from an external environment located outside the internal environment. Optionally, the controller is configured to allow the fluid to receive the incoming outside air. Optionally, the external environment is an unpressurized area. Optionally, the external environment is located outside the aircraft. Optionally, the external environment is located inside the aircraft. Optionally, the external environment inside the aircraft is the environment of the aircraft's air conditioning or ventilation system.

[0017] Optionally, outside air enters through an inlet including at least one opening. Optionally, the at least one opening is a slot. Optionally, the inlet includes multiple openings. Optionally, at least one opening is located on the fuselage of the aircraft. Optionally, the controller is configured to change the opening degree of the inlet to change the amount of outside air entering.

[0018] Optionally, the controller is configured to discharge at least a portion of the fluid and / or external air from the internal environment, which includes the brake and the at least one fluid movement device.

[0019] Optionally, fluid and / or outside air are discharged through an outlet including at least one opening. Optionally, the at least one opening is a slot. Optionally, the outlet includes multiple openings. Optionally, at least one opening is located on the wing of the aircraft. Optionally, at least one opening is located on the trailing edge of the wing of the aircraft. Optionally, the outlet is positioned further away from the inlet in the longitudinal direction of the aircraft. Optionally, the controller is configured to change the degree of opening of the outlet to vary the amount of fluid and / or outside air discharged.

[0020] Optionally, the at least one fluid movement device includes a pump and / or a fan. Optionally, the at least one fluid movement device is powered by an electrical source. Optionally, the at least one fluid movement device is powered by energy generated by the aircraft's propulsion system. Optionally, the at least one fluid movement device is powered by a battery.

[0021] Optionally, the fluid is steam or gas, or contains steam or gas. Optionally, the fluid is air, or contains air.

[0022] A second aspect of the invention provides an aircraft system comprising an aircraft brake temperature control system according to the first aspect and the at least one fluid movement device.

[0023] Optionally, the aircraft system includes landing gear and landing gear bays.

[0024] Optionally, the aircraft system includes a first fluid movement device located on or mounted on the landing gear and a second fluid movement device detached from the landing gear. Optionally, the second fluid movement device is not attached to the landing gear. Optionally, for each fluid movement device located on or mounted on the landing gear, the aircraft system includes two or more fluid movement devices detached from the landing gear. Optionally, the number of fluid movement devices detached from the landing gear is at least the same as the number of fluid movement devices located on or mounted on the landing gear. Optionally, the number of fluid movement devices detached from the landing gear is at least greater than the number of fluid movement devices located on or mounted on the landing gear.

[0025] A third aspect of the invention provides an aircraft comprising an aircraft brake temperature control system according to the first aspect or an aircraft system according to the second aspect.

[0026] A fourth aspect of the invention provides a method for controlling the temperature of a landing gear brake of an aircraft, the method comprising causing at least one fluid moving device to selectively drive a certain flow rate of fluid onto the brake in one of a plurality of modes to control the temperature of the brake.

[0027] Optionally, the above-described method allows at least one fluid moving device to selectively drive a certain flow rate of fluid onto the brake in one of a plurality of modes to control the temperature of the brake based on the condition indicated to the controller that the aircraft is in flight.

[0028] A fifth aspect of the invention provides a non-transitory computer-readable storage medium comprising a set of computer-readable instructions stored thereon, which, when executed by a controller of an aircraft brake temperature control system, cause the controller to selectively drive a certain flow rate of fluid to the brakes of the aircraft's landing gear in one of a plurality of modes to control the temperature of the brakes.

[0029] A sixth aspect of the invention provides a fluid movement system for moving fluid along the surface of a brake on an aircraft wheel. The fluid movement system includes a controller configured to determine the degree of operation of a powered conveyor for moving fluid along the surface of the brake by forced convection of fluid generated by the powered conveyor, and the controller is configured to operate the powered conveyor based on instructions given to the controller regarding whether the aircraft is in the air or on the ground.

[0030] The aircraft brake temperature control system according to the above-described aspects of the present invention provides better control over the brake temperature of the aircraft, particularly when the aircraft is in flight. The aircraft brake temperature control system according to the first aspect of the present invention can provide improved brake life and / or brake performance. Alternatively or additionally, when using the aircraft brake temperature control system according to the first aspect of the present invention, the aircraft turnaround time can be reduced, and the sensitivity to the cumulative brake temperature effects experienced through successive flights during a certain operating period is reduced.

[0031] Any optional feature of any aspect of the invention may be applied equivalently to any other aspect of the invention where appropriate. Attached Figure Description

[0032] Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0033] Figure 1 A schematic diagram of an aircraft system according to an embodiment of the present invention is shown;

[0034] Figure 2a It shows including Figure 1 A schematic diagram of the three-dimensional view of the aircraft system;

[0035] Figure 2b It shows Figure 2a A schematic diagram of the front view of the aircraft;

[0036] Figure 3 It shows from Figure 1 Example graphs of data obtained from simulations of aircraft systems;

[0037] Figure 4 The diagram illustrates a method according to an embodiment of the present invention; and

[0038] Figure 5 This is a schematic diagram of a set of computer-readable instructions within a non-transitory computer-readable storage medium according to an embodiment of the present invention. Detailed Implementation

[0039] exist Figure 1 The image schematically illustrates an aircraft system 1000 according to an embodiment of the present invention. In this embodiment, the aircraft system 1000 includes the landing gear of an aircraft. Figure 1 The image shows only a portion 201' of the landing gear, and this portion 201' is shown in cross-section. The landing gear includes wheels 210, brakes 220, and brake cooling fans (BCF) 230. Wheels 210 include tires 211 attached to rims 213. Wheels 210 are coupled to a shaft 215 and rotate about an axis 217 of the shaft 215. In other embodiments, fluid movement devices other than the BCF 230 may be used to drive fluid (such as air) to the brakes 220 to control the temperature of the brakes 220. The BCF 230 is an example of a forced convection device.

[0040] In this embodiment, the landing gear is retractable. Therefore, the landing gear is moved into or out of the landing gear bay 203 of the aircraft for retraction or deployment. Figure 1 In the landing gear section 201', the landing gear is located in the landing gear bay 203 because the landing gear is in the retracted position. When in the retracted position, shaft 215 is more closely aligned with the vertical direction of the aircraft than with its side-to-side orientation. Figure 2b It is shown as direction 200y. The lateral direction is... Figure 2b The direction is shown as 200x.

[0041] Brake 220 applies braking force to the landing gear wheels 210 to decelerate the aircraft during a deceleration event, such as during landing. In this embodiment, the braking force causes friction between the braking surfaces of components 221, 222 of brake 220. The braking surfaces include a first braking surface and a second braking surface of brake 220. In other embodiments, there may be multiple first braking surfaces and multiple second braking surfaces. The first braking surface rotates relative to the second braking surface. Therefore, in this embodiment, the braking force causes friction between the rotating friction surfaces of brake 220 and the stationary friction surfaces of brake 220. The friction generated by the braking force causes an increase in the temperature of brake 220.

[0042] For example, when brake 220 is a carbon brake or a steel brake, the temperature of brake 220 can affect the amount of wear on brake 220, and, for example, when brake 220 is a steel brake, the temperature of brake 220 can affect the performance of brake 220. Although some heat can improve the operation of brake 220, excessive heat can lead to performance degradation and / or increased wear. In some cases, brake wear is proportional to the brake temperature within a first temperature range. In some cases, brake performance is inversely proportional to the brake temperature within a second temperature range. Therefore, it is desirable to control the temperature of brake 220 to manage brake wear and brake performance.

[0043] There are many safety considerations when operating an aircraft. The adequate operability of the aircraft's brakes 220 is an example of such a safety consideration. When the aircraft is on the ground, for example, between successive flights, it may need to remain on the ground if the temperature of the brakes 220 exceeds the maximum permissible temperature. When the temperature of the brakes 220 is acceptable relative to the maximum permissible temperature, the brakes 220 can be considered acceptable for operation in future braking events, and the aircraft can then take off from the runway. When the aircraft is in the air and due to land, it will need to stop safely within a limited distance related to the runway length. When the temperature of the brakes 220, such as steel brakes, is higher than normal, the stopping distance or stopping power may be higher than the normal stopping distance.

[0044] In addition to the safety considerations mentioned above, there are many duty cycle considerations when operating an aircraft. An example of a duty cycle is the aircraft's so-called turnaround time. Turnaround time is an example of the time-related operations of an aircraft. The time-related operations of an aircraft are time-related conditions. Another example of time-related conditions includes external time-related conditions, such as the time in the time zone at one or more points during the aircraft's flight.

[0045] The turnaround time of an aircraft can be considered as the time the aircraft spends on the ground between successive flights. This time period can be considered as the total time from touchdown to takeoff. If the temperature of brake 220 is too high, the turnaround time of the aircraft may be extended due to the temperature of brake 220. Another example of a work cycle is the flight duration of the aircraft. Flight duration can be considered as the time from takeoff to touchdown. Flight duration is another example of the time-related operation of an aircraft. Other examples include the flight duration already elapsed during flight and the remaining flight duration of the aircraft during flight.

[0046] The temperature of brake 220 before ground contact may be related to the flight duration. Generally, the longer the flight, the longer the time required for brake 220 to cool down. However, it is desirable for brake 220 to operate within a temperature window, and the flight duration—whether long or short—may affect the position of brake 220's temperature within that window. Therefore, it is advantageous to control the temperature of brake 220.

[0047] The aircraft system 1000 includes an aircraft brake temperature control system (BTCS) 100. BTCS 100 includes a controller 110 for controlling the temperature of the brake 220. BTCS 100 is operable when the aircraft is in flight. BTCS 100 is also operable when the aircraft is on the ground. Given the aforementioned safety and duty cycle considerations, controlling the temperature of the brake 220, particularly when the aircraft is in the air, is advantageous. For example, BTCS 100 allows for a reduction in aircraft turnaround time and reduces the impact of flight time on brake performance or brake wear.

[0048] Controller 110 is configured to cause at least BCF 230 to drive a certain flow rate of air onto brake 220 to control the temperature of brake 220. In other embodiments, a fluid other than air may be driven onto brake 220 to control the temperature of brake 220. Controller 110 is configured to output a signal to BCF 230 to influence the operation of BCF 230, and thus influence the interaction of the certain flow rate of air with brake 220. Therefore, BCF 230 generates forced convection of air to affect the temperature of brake 220, for example by allowing air movement to remove heat from brake 220.

[0049] In this embodiment, controller 110 is configured to drive at least a certain flow of air to the brakes via BCF 230 to control the brake temperature based on a condition indicating to controller 110 that the aircraft is in flight. This condition is based on sensor detection of an event. In this embodiment, the condition is a "weight-off" condition, which is generated by sensor 201S detecting a change in the length of the retractable strut of the landing gear. Detection of "weight-off" indicates that the aircraft is no longer on the ground but in the air.

[0050] In other embodiments, the sensor may be a pressure sensor, and the "weight reduction" condition may arise because the pressure sensor detects a change in pressure on the landing gear 201 after takeoff. In other embodiments, the pressure sensor may detect a specific pressure or relative pressure. Other exemplary conditions include detecting a specific value, relative value, or change in value of one of the following: load, time, altitude, atmospheric pressure, atmospheric temperature, aircraft speed (e.g., indicated airspeed or actual airspeed), position (e.g., the position of the landing gear or the position of a portion of the landing gear (e.g., a suspension component such as a strut), or the position of the landing gear door or the position of a portion of the landing gear door).

[0051] Controller 110 is configured to cause at least BCF 230 to selectively operate in one of a plurality of modes. Controller 110 is configured to receive this selection. In some embodiments, controller 110 may make the selection; for example, controller 110 may make the selection based on data indicating that the aircraft is in flight or that the aircraft is on the ground. The selection may be made locally on the aircraft (e.g., by the pilot) or via an external source remote from the aircraft (e.g., by an operator in a control center). The selection may also be manual or automatic.

[0052] In this example, controller 110 is configured to cause at least BCF 230 to operate in a first mode and a second mode. The first mode is to allow air to flow at a relatively high flow rate onto brake 220. The second mode is to allow air to flow at a relatively low flow rate onto brake 220. In this embodiment, the first mode is a first speed of BCF 230, and the second mode is a second speed of BCF 230. The first speed is greater than the second speed. BCF 230 includes fan blades that rotate about an axis. The speed of BCF 230 is the rotational speed of the shaft.

[0053] By way of example, the BCF 230 generates a flow rate of 250 liters per second in the first mode and 40 liters per second in the second mode. The relatively higher airflow rate in the first mode allows for faster airflow to the brake 220 compared to the second mode. The reduced airflow in the second mode makes it a quieter operating mode than the first. When operating in the second mode, this reduces the amount of noise transmitted to the aircraft cabin via the BCF 230. For example, when part of the flight is in natural darkness with significantly reduced daylight, such as during nighttime, it may be necessary to minimize noise while passengers are relaxing or sleeping during that portion of the flight. The reduced airflow in the second mode also allows for a reduction in the level of vibration and / or roughness in the aircraft, specifically the level of performance perceived by cargo and / or passengers in the cabin. Therefore, operating the aircraft system 1000, taking into account at least one time-related condition, improves the flight experience for cargo and / or passengers on board.

[0054] The BCF 230 is capable of switching between a first mode and a second mode. The controller 110 is configured to cause the BCF 230 to switch between the first and second modes. The controller 110 is configured to initiate this switching based on conditions indicated to the controller 110. In this aircraft system 1000, the conditions indicated to the controller 110 are the temperatures of temperature sensors 220S mounted on the landing gear. The temperature sensor 220S provides an indication of the brake temperature and serves as an example of aircraft conditions. When the temperature sensor 220S indicates to the controller 110 that the temperature differs from the desired temperature or is outside the desired temperature range, the controller 110 is configured to cause the BCF 230 to drive a certain flow rate of air onto the brake 220. For example, if the temperature of the temperature sensor 220S is greater than the desired temperature or the desired temperature range, the controller 110 is configured to cause the BCF 230 to drive a certain flow rate of air onto the brake 220. The controller 110 also determines whether the first or second mode of the BCF 230 is needed based on the temperature of the temperature sensor 220S relative to the desired temperature or the desired temperature range. The determination made by the controller 110 may depend on flight conditions, such as the remaining flight duration.

[0055] An internal environment 207 is provided in the aircraft system 1000. The internal environment 207 includes a brake 220 and a BCF 230. The internal environment 207 is a space containing air that is driven to the brake 220 by the BCF 230 to control the temperature of the brake 220. The internal environment 207 is a sealed environment for the landing gear bay 203. A sealed environment is achieved by sealing the landing gear bay 203 using a non-hermetic seal to close the landing gear doors. In other embodiments, a hermetic seal may be used to achieve a sealed environment. The internal environment 207 is separated from an external environment 209. The external environment 209 is located outside the internal environment 207. In this example, the external environment 209 is the environment outside the aircraft.

[0056] Aircraft system 1000 includes an inlet 240 and an outlet 250. The inlet 240 is located at the front of the aircraft, such as the front of the fuselage. The outlet 250 is located at the rear of the aircraft, such as the trailing edge of the wing. Each of the inlet 240 and outlet 250 includes an opening through which air can flow. The opening is a vent. The vent is controllable. The inlet 240 and outlet 250 can be opened, closed, or partially opened. Controller 110 is configured to cause the opening degree of the inlet 240 and / or outlet 250 to open and close.

[0057] When inlet 240 is open, fluid communication is established between the internal environment 207 and the external environment 209. Controller 110 is configured to open and close inlet 240 to control the entry of external air from the external environment 209 into the internal environment 207. Controller 110 is configured to open and close inlet 240 based on an indication that brake 220 requires cooling. When the aircraft is in flight and the temperature of the external air is lower than the temperature inside the landing gear bay 203, for example, when the external air is ambient air, the entry of external air will further contribute to the cooling of brake 220. Controller 110 is configured to determine whether inlet 240 is open or closed based on aircraft conditions or flight conditions. Example aircraft conditions are the landing gear temperature indicated by temperature sensor 220S. Example flight conditions are the remaining duration of aircraft flight.

[0058] When outlet 250 is open, fluid communication is further established between the internal environment 207 and the external environment 209. Controller 110 is configured to open and close outlet 250 to control the amount of air discharged from the internal environment 207 to the external environment 209. Controller 110 is configured to open and close outlet 250 based on aircraft conditions or flight conditions. Example aircraft conditions are the landing gear temperature indicated by temperature sensor 220S or the state of inlet 240 (e.g., whether inlet 240 is open or closed). Example flight conditions are the remaining duration of aircraft flight. During flight, the air pressure in the external environment 209 at outlet 250 is lower than the air pressure in the external environment 209 at inlet 240. This pressure difference will cause the aircraft's boundary layer, such as the boundary layer of the fuselage where inlet 240 is located, to be passively drawn in. This allows for the supply of external air without driving external air into the internal environment 207.

[0059] The aircraft system 1000 also includes a first auxiliary fan 231 and a second auxiliary fan 232. The first auxiliary fan 231 and the second auxiliary fan 232 are configured to drive a certain flow rate of air onto the brake 220 to control the temperature of the brake 220. The first auxiliary fan 231 and the second auxiliary fan 232 are separate from the landing gear and are mounted in the landing gear bay 203. Each of the BCF 230, the first auxiliary fan 231, and the second auxiliary fan 232 is an example of a fluid movement device. A fluid movement device may be referred to as a powered conveyor or a blower. A powered conveyor or blower is used to move fluid, such as air, along the surface of the brake 220 by forced convection of air generated by the powered conveyor or blower, based on an instruction given to the controller 110 that the aircraft is in the air or on the ground.

[0060] The first auxiliary fan 231 and the second auxiliary fan 232 can supplement the airflow driven by the BCF 230 at a certain flow rate. Each of the BCFs 230 can operate independently or in any possible combination. For example, at least one of the BCFs 230, the first auxiliary fan 231, and the second auxiliary fan 232 can operate alone or in combination with at least one of the other two. The controller 110 is configured to selectively drive each of the fluid movement devices to drive a certain flow rate of air onto the brake 220.

[0061] The first auxiliary fan 231 and the second auxiliary fan 232 facilitate air circulation within the landing gear bay 203. This improves heat distribution and reduces contact between surfaces near the brakes and high temperatures. Therefore, the first auxiliary fan 231 and the second auxiliary fan 232 drive a certain flow rate of air at a rate less than or equal to the flow rate driven by the BCF 230. The first auxiliary fan 231 and the second auxiliary fan 232 are distributed around the periphery of the landing gear bay 203. This distribution allows for improved control of air circulation within the landing gear bay 203. The flow direction from each of the first auxiliary fan 231 and the second auxiliary fan 232 complements the air circulation direction. For example, the first auxiliary fan 231 and the second auxiliary fan 232 operate to cause air to flow in the same or similar directions. In some embodiments, at least one of the first auxiliary fan 231 and the second auxiliary fan 232 may be omitted.

[0062] exist Figure 2a and Figure 2b The image schematically illustrates an aircraft 200 according to an embodiment of the present invention. In this embodiment, the aircraft 200 includes... Figure 1 The BTCS 100 shown is an aircraft 200. The aircraft 200 includes landing gear 201, landing gear bay 203, and landing gear doors 205. A portion of the landing gear 201 is constructed from... Figure 1 The part 201' indicates that the landing gear 201 is retractable into the landing gear bay 203 and is closed by the landing gear door 205 during flight of the aircraft 200 to isolate it from the outside of the aircraft 200. That is, when the landing gear 201 is retracted into the landing gear bay 203, the landing gear 201 and the landing gear bay 203 are closed by the landing gear door 205 to isolate them from the external environment.

[0063] Figure 3 It shows that by... Figure 1 An example graph of data obtained from simulation of the aircraft system 1000. This graph is a curve of temperature on the Y-axis versus time on the X-axis. This graph shows, for example, the temperature change indicated by temperature sensor 220S during operation of the aircraft 200 in the first and second operating periods.

[0064] In this example, the solid line on the data graph represents the first operating period during which aircraft 200 did not utilize BCF 230. The dashed line on the data graph represents the second operating period during which aircraft 200 utilized BCF 230. The data curves for the first and second operating periods are superimposed to allow for direct comparison.

[0065] The first and second operation periods successively include: first leveling-out events 301 and 301' (including minor braking events), first flight events 302 and 302', first landing events 303 and 303' (including major braking events), first leveling-in events 304 and 304', second leveling-out events 305 and 305' (including minor braking events), second flight events 306 and 306', and second landing events 307 and 307' (including major braking events). Each previously described event in the first operation period is shown as a solid arrow line on the data graph, while each previously described event in the second operation period is shown as a dashed arrow line on the data graph.

[0066] The overall observation of the data curves is that when BCF 230 is utilized during the second operating period (shown by the dashed line), the simulated temperature of temperature sensor 220S is less than or approximately equal to the temperature of temperature sensor 220S when BCF 230 is not utilized (shown by the solid line). The largest difference is shown as being between the second temperature 320, 320' at the end of the first landing events 303, 303' and the fifth temperature 350, 350' at the beginning of the second landing events 307, 307'. This indicates that utilizing BCF 230 during aircraft flight helps to reduce the temperature of brake 220, as detected by temperature sensor 220S. This allows for a reduction in turnaround time between successive flights and enables brake 220 to operate within the desired operating window.

[0067] During the first leveling events 301, 301', the first flight events 302, 302', and the first landing events 303, 303', the BCF 230 was not used in either the first or second operation period because the brake temperature was already within an acceptable range. This is indicated by the fact that the temperatures during the first and second operation periods were approximately the same, as the solid and dashed lines overlap. There are two peak temperatures in these three successive events. One peak temperature is the first temperature 310, 310' experienced at the end of the first leveling events 301, 301', and the other peak temperature is the second temperature 320, 320' experienced by the aircraft 200 at the end of the first landing events 303, 303'.

[0068] During the first landing events 303, 303', brake 220 was applied, and the temperature of brake 220 increased significantly in both the first and second operating periods. Following the first landing events 303, 303', BCF 230 was utilized in the second operating period (shown by dashed lines); however, as mentioned above, BCF 230 was not utilized in the first operating period (shown by solid lines). This resulted in significantly different brake temperatures in the first taxiing events 304, 304', the second leveling events 305, 305', and the second flight events 306, 306'.

[0069] During the first taxiing events 304, 304' and the second leveling events 305, 305', the BCF 230 operates in a first mode, which has an increased airflow compared to the second mode, as previously described. The brake temperature decreases to a third temperature 330, 330' at the end of both the first and second operating periods. However, a greater decrease in brake temperature is experienced during the second operating period when the BCF 230 is utilized, compared to the decrease experienced during the first operating period when the BCF 230 is not utilized. This enables the fourth temperature 340' of the brake 220 at the end of the second leveling event 305' to be closer to equal to the first temperature 310' of the brake 220 at the end of the first leveling event 301' during the second operating period when the BCF 230 is utilized, compared to the first operating period. Conversely, without utilizing BCF 230 during the first operating period, the fourth temperature 340 of brake 220 at the end of the second level taxiing event 305 is significantly greater than the first temperature 310 of brake 220 at the end of the first level taxiing event 301. Advantageously, the second flight event 306' can begin earlier during the second operating period with BCF 230 compared to the first operating period without utilizing BCF 230. This demonstrates how the use of BCF 230 reduces sensitivity to the cumulative brake temperature effect experienced through successive flights during a given operating period.

[0070] The advantages of using BCF 230 in flight are illustrated by a comparison of the second flight events 306 and 306'. In flight, BCF 230 operates in a second mode, which has a reduced airflow compared to the first mode, as previously described. This helps reduce unwanted cabin noise because the noise generated by BCF 230 in the second mode is lower than that generated by BCF 230 in the first mode. This also helps reduce vibration and / or roughness in the aircraft, specifically the level of vibration and / or roughness experienced in the cabin. As seen in the cases of the first flight events 302 and 302', the temperature of brake 220 decreases with time during flight in both the first and second operating periods. However, the fifth temperature 350' during the second operating period with BCF 230 utilized in flight is significantly lower than the fifth temperature 350 during the first operating period without BCF 230 utilized in flight. The lower fifth temperature 350' enables the sixth brake temperature 360' at the end of the second landing event 307' during the second operating period utilizing BCF 230 to be lower than the sixth brake temperature 360 ​​at the end of the second landing event 307 during the first operating period not utilizing BCF 230.

[0071] Therefore, using BCF 230 to reduce brake temperature during flight allows for a reduction in the peak brake temperature experienced by the aircraft 200 during landing. This can help improve brake performance, reduce brake wear (due to reduced oxidation, which reduces downtime for maintenance or parts replacement), and reduce turnaround time (which in turn allows for more flights per day). The use of BCF 230 also reduces sensitivity to the cumulative brake temperature effects experienced through successive flights during a given operating period.

[0072] Better control of brake temperature, and further improvements and reductions, can be achieved through... Figure 1 Other aspects of the aircraft system 1000 shown in the embodiments are used to achieve this. For example, the intake of outside air from the external environment 209 and the supplementation of airflow by the first auxiliary fan 231 and the second auxiliary fan 232 can provide benefits.

[0073] exist Figure 4The diagram illustrates a method 400 according to an embodiment of the present invention. In this embodiment, method 400 is a method for controlling the temperature of a brake of an aircraft landing gear. An example brake is the brake 220 described above. The method includes causing at least one fluid movement device 401 to selectively drive a certain flow rate of fluid, such as air, onto the brake in one of a plurality of modes to control the temperature of the brake. Optionally, the above-described method of causing at least one fluid movement device 401 to selectively drive a certain flow rate of fluid, such as air, onto the brake in one of a plurality of modes to control the temperature of the brake is based on conditions indicating that the aircraft is in flight. Examples of at least one fluid movement device include the BCF 230 described above, as well as a first auxiliary fan 231 and a second auxiliary fan 232.

[0074] exist Figure 5 The diagram illustrates a set of computer-readable instructions in a non-transitory computer-readable storage medium according to an embodiment of the present invention. The set of computer-readable instructions is executed by a controller of an aircraft brake temperature control system, such as controller 110 of the BTCS 100 as described above. When executed, the instructions cause the controller to selectively drive a certain flow rate of fluid, such as air, to the brakes of the aircraft's landing gear in one of a plurality of modes, via at least one fluid movement device 515, to control the temperature of the brakes. Optionally, the instructions cause the controller to drive a certain flow rate of fluid via at least one fluid movement device 515 based on conditions indicating that the aircraft is in flight. An example brake is the brake 220 described above. Examples of at least one fluid movement device include the BCF 230 described above, as well as a first auxiliary fan 231 and a second auxiliary fan 232.

[0075] In some embodiments, the brake is a hydraulically actuated brake. In some embodiments, the hydraulically actuated brake includes a hydraulic piston. In other embodiments, the brake is an electric brake. In some embodiments, the electric brake includes an electromechanical actuator. In some embodiments, the brake includes a non-metallic material. In some embodiments, the non-metallic material includes carbon, and the brake may be referred to as a carbon brake. In some embodiments, the brake includes a metal. In some embodiments, the metal includes steel, and the brake may be referred to as a steel brake.

[0076] In some implementations, the brakes are configured to keep the aircraft stationary, for example, on a runway, and to decelerate the aircraft.

[0077] exist Figure 1In the illustrated embodiment, two auxiliary fluid movement devices 231 and 232 are shown. In other embodiments, different numbers of auxiliary fluid movement devices may be used. For example, a single auxiliary fluid movement device may be used, or no auxiliary fluid movement devices may be used at all. The number of auxiliary fluid movement devices may be equal to or greater than the number of brake cooling fans.

[0078] Advantageously, the embodiments described herein provide an aircraft system that offers better control over brake temperature. Advantageously, brake performance, brake life, tire performance, and tire life can be improved. Alternatively or additionally, aircraft turnaround time can be reduced, and sensitivity to the cumulative brake temperature effects experienced during successive flights over a given operating period can be decreased. Furthermore, the reduced brake temperature helps to minimize the contact of other aircraft components with high temperatures. Example components include wheels, tires, brake housings, wheel rims, and wheel axles. Controlling brake temperature can help mitigate the risk of tire deflation.

[0079] It should be noted that, unless otherwise expressly stated, the term “or” as used herein should be interpreted as meaning “and / or”.

[0080] The above embodiments should be understood as non-limiting illustrative examples of how the present invention and its various aspects can be implemented. Other examples of the invention are contemplated. It should be understood that any feature described with respect to any embodiment may be used alone or in combination with other described features, and may also be used in combination with one or more features of any other embodiment or any combination of any other embodiment. Furthermore, equivalents and modifications not described above may be employed without departing from the scope of the invention as defined in the appended claims.

Claims

1. An aircraft brake temperature control system for controlling the temperature of a landing gear brake of an aircraft, the aircraft brake temperature control system comprising a controller configured to selectively drive a fluid flow rate onto the brake in one of a plurality of modes to control the temperature of the brake, wherein, The controller is configured to cause the at least one fluid moving device to drive a certain flow rate of fluid onto the brake to control the temperature of the brake, based on a condition indicated to the controller that the aircraft is in flight.

2. The aircraft brake temperature control system according to claim 1, wherein, The controller is configured to cause the at least one fluid moving device to operate in a first mode of the plurality of modes to allow the fluid at a relatively high flow rate to flow onto the brake, and to operate in a second mode of the plurality of modes to allow the fluid at a relatively low flow rate to flow onto the brake.

3. The aircraft brake temperature control system according to claim 2, wherein, The controller is configured to cause the at least one fluid moving device to operate at a first speed in the first mode and at a second speed in the second mode, wherein the first speed is greater than the second speed.

4. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The controller is configured to cause the at least one fluid moving device to drive a certain flow rate of fluid onto the brake based on a condition indicated to the controller that the brake needs cooling.

5. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The at least one fluid movement device includes a fluid movement device located on the landing gear.

6. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The at least one fluid movement device includes a fluid movement device that is separate from the landing gear.

7. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The at least one fluid movement device includes a fluid movement device mounted to the landing gear bay, the landing gear being retractable into the landing gear bay.

8. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The at least one fluid moving device includes multiple fluid moving devices.

9. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The controller is configured to allow outside air to enter the internal environment, including the brake and the at least one fluid movement device, to conduct heat transfer between the outside air and the fluid, wherein the outside air originates from an external environment located outside the internal environment.

10. The aircraft brake temperature control system according to any one of claims 1 to 3, wherein, The controller is configured to discharge at least a portion of the fluid and / or external air from the internal environment, which includes the brake and the at least one fluid movement device.

11. The aircraft brake temperature control system according to claim 8, wherein, The controller is configured to selectively cause each of the plurality of fluid moving devices to drive a corresponding flow rate of fluid onto the brake.

12. An aircraft system comprising an aircraft brake temperature control system according to any one of claims 1 to 11 and the at least one fluid movement device.

13. An aircraft comprising an aircraft brake temperature control system according to any one of claims 1 to 11 or an aircraft system according to claim 12.

14. A method for controlling the temperature of a brake on the landing gear of an aircraft, the method comprising, based on conditions indicating that the aircraft is in flight, selectively driving a flow rate of fluid to the brake in one of a plurality of modes to control the temperature of the brake.

15. A non-transitory computer-readable storage medium comprising a set of computer-readable instructions stored on the non-transitory computer-readable storage medium, the set of computer-readable instructions causing the controller to perform the method according to claim 14 when executed by a controller of an aircraft brake temperature control system.

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