Aircraft system

Abstract

An aircraft system operates in a first mode, when power is available from, and supplied from, a main power supply 24, the system operating with a first level of functionality; when power is not availa

Description

TECHNICAL FIELD

[0001] The present invention relates to an aircraft system, an aircraft and a method of operating an aircraft system. BACKGROUND

[0002] When an aircraft is turned on, a main power supply of the aircraft is available to power systems of the aircraft. Such systems may be hydraulic, electrical and / or electromechanical systems. When the aircraft is turned off, the main power supply is unavailable to power the systems. SUMMARY

[0003] A first aspect of the present invention provides an aircraft system for an aircraft. The aircraft system comprises a powered system and an auxiliary power supply. The aircraft system is operable in: a first mode, when power is available from a main power supply of the aircraft and is supplied to the powered system to operate the powered system, and a second mode, when power is not available from the main power supply to operate the powered system and is supplied to the powered system from the auxiliary power supply to operate the powered system. In the first mode, the powered system operates with a first level of functionality, and, in the second mode, the powered system operates with a second level of functionality, the second level of functionality reduced relative to the first level of functionality.

[0004] Provision of the auxiliary power supply may permit operation of the powered system even in the event that power from the main power supply is not available. The main power supply may be available when the aircraft is turned on and unavailable when the aircraft is turned off.

[0005] By operating the aircraft system with a reduced level of functionality in the second mode compared to the first mode, power consumption by the aircraft system, in particular by the powered system, may be reduced. This may increase an amount of time over which power from the auxiliary power supply may last to operate the powered system, such as in examples in which a total amount of power available from the auxiliary power supply is finite.

[0006] Optionally, the aircraft system comprises a controller. Optionally, the controller is configured to determine whether power is available from the main power supply to operate the powered system, and to cause the aircraft system to operate in the first or second mode on the basis of the determination.

[0007] Optionally, the aircraft system comprises a memory to store operational data obtained by the powered system in the first and second modes. Optionally, the powered system comprises a transmitter to transmit the operational data stored in the memory to a remote system in response to a data request. Optionally, the transmitter is enabled in the first mode and disabled in the second mode. The transmitter being disabled in the second mode may help to conserve power consumption of the powered system when operating in the second mode. Storing the operational data in the memory may help to ensure that operational data obtained by the powered system when operating in the second mode, i.e., when the transmitter is disabled, is not lost.

[0008] Optionally, in the first mode, the transmitter is configured to transmit, in response to the data request, received when the aircraft system is operating in the first mode, the operational data stored in the memory during operation of the aircraft system in the second mode. Accordingly, the operational data stored in the memory during operation of the aircraft system in the second mode is receivable by the remote system.

[0009] Optionally, the data request is received from the remote system. Optionally, the data request is generated automatically, for example when the aircraft system is in communication with the remote system. Optionally, the data request is generated manually, for example by a maintenance crew responsible for maintaining the aircraft.

[0010] Optionally, the operational data is used by the remote system to make one or more decisions regarding operation and / or maintenance of the aircraft. The remote system is remote from the aircraft system, or remote from the aircraft entirely. The remote system may comprise a computerised model of an entirety, or a portion of, the aircraft.

[0011] Optionally, the operational data is timestamped. This may help with processing the operational data, for example may help to provide a more accurate model of the aircraft, or a portion thereof. Timestamps may be, for example, on Universal Coordinated Time, or on a local time counter specific to the aircraft system.

[0012] Optionally, the powered system comprises one or more sensors to obtain the operational data in the first mode and the second mode. The one or more sensors are operable with power supplied from the main power supply or the auxiliary power supply. Accordingly, any parameter sensed by the one or more sensors in the first mode may continue to be monitored in the second mode.

[0013] Optionally, the powered system is a monitoring system for monitoring a part and / or other system of the aircraft. It may be useful to monitor some parameters of an aircraft even when power from the main power supply is unavailable to operate the powered system, for example to monitor safety-critical parameters in real-time or to obtain data for a computerised model (digital twin) of the part and / or other system of the aircraft.

[0014] Optionally, the powered system is a tire monitoring system. After an aircraft flight phase, a pressure and / or temperature of a tire may take a number of hours to stabilise and thus may not stabilise between flights. Stabilisation may not occur until after the aircraft has been turned off, for example for maintenance. It may be advantageous to obtain data relating to tires of the aircraft when an aircraft is turned off, for example to model tire behaviour over time and / or to schedule tire maintenance. Optionally, the tire monitoring system monitors a tire parameter of tires of the aircraft at a first frequency in the first mode, and at a second frequency, less than the first frequency, in the second mode. Optionally, power to operate the tire monitoring system is supplied constantly in the first mode and is supplied intermittently in the second mode. Optionally, transmission of operational data indicative of the tire parameter is enabled in the first mode and disabled in the second mode.

[0015] Optionally, the one or more sensors comprises at least one of a tire pressure sensor to monitor pressure in a tire of the aircraft and a tire temperature sensor to monitor temperature in the tire. Accordingly, changes in tire pressure and / or temperature in the tire may be detected even when the powered system is operating in the second mode. This may help to model tire behaviour over time and / or to detect tire over- or under-inflation.

[0016] Optionally, the powered system is a fuel system monitoring system. A state of an aircraft fuel system may change when the aircraft is turned off, for example due to temperature or moisture. It may be advantageous to obtain data indicative of such changes, for example to mitigate potential risks and / or to schedule fuel system maintenance. Optionally, the fuel monitoring system monitors a fuel system parameter of a fuel system of the aircraft at a first frequency in the first mode, and at a second frequency, less than the first frequency, in the second mode. Optionally, power to operate the fuel monitoring system is supplied constantly in the first mode and is supplied intermittently in the second mode. Optionally, transmission of operational data indicative of the fuel system parameter is enabled in the first mode and disabled in the second mode.

[0017] Optionally, the one or more sensors comprises one or more of: a moisture sensor to detect a moisture level in the fuel system, an inert gas sensor to detect a state of inert gas in the fuel system, a sensor to track a status of oxygen bottles of the aircraft, and a fire-retardant sensor.

[0018] Optionally, in the second mode, the aircraft system is configured, at predetermined intervals, to perform a powered sequence. Optionally, the powered sequence comprises powering up at least one component of the powered system using power supplied from the auxiliary power supply, obtaining operational data from the at least one component, storing the operational data in memory, and subsequently powering down the at least one component of the powered system. By powering up the powered system at the start of the predetermined sequence and powering down the powered system at the end of the predetermined sequence, power may be conserved between the predetermined intervals i.e., when operational data is not being obtained.

[0019] Optionally, the predetermined intervals each have a duration of at least 5 minutes. Optionally, the predetermined intervals each have a duration of at least 10 minutes. Optionally, the predetermined intervals are regular. When operating in the second mode, it is expected that the aircraft is not in operation and therefore rapid changes to a status or condition of the aircraft may not be anticipated. Obtaining data at intervals of at least 5 minutes or at least 10 minutes may therefore be often enough to provide an indication of a gradual change in a status or condition of the aircraft. A longer predetermined interval may reduce power consumed by the powered system when power from the main power supply to operate the powered system is unavailable because the powered sequence is performed less regularly than with a shorter duration of predetermined interval. A longer predetermined interval may reduce an amount of operational data stored in the memory whilst power from the main power supply to operate the powered system is unavailable, which again may reduce power consumption. This may need to be balanced with how regularly the operational data needs to be obtained, which may depend on how the operational data is to be used once transmitted by the transmitter.

[0020] Optionally, the at least one component comprises the one or more sensors, the obtaining operational data comprises the one or more sensors taking a reading, and the operational data comprises data indicative of the reading. Accordingly, parameters sensed by the one or more sensors may be read and recorded during the second mode. For example, the at least one component may comprise a tire pressure sensor and a tire temperature sensor, obtaining operational data comprises the tire pressure sensor taking a reading of a sensed pressure in the tire and the tire temperature sensor taking a reading of a sensed temperature in the tire, and the operational data comprises data indicative of the sensed pressure and the sensed temperature.

[0021] Optionally, the aircraft system is configured to turn off a supply of power from the auxiliary power supply to operate the powered system between each powered sequence. By turning on the supply of power from the auxiliary power supply intermittently, an amount of time over which power from the auxiliary power supply may last to operate the powered system may be increased.

[0022] Optionally, in the first mode, power is supplied constantly from the main power supply to operate the powered system. Optionally, the at least one component remains powered up when in the first mode, and operational data is obtained more regularly than in the second mode. For example, in the first mode, operational data may be obtained once per 6, 8, 10 or 15 minutes, or in a tailored sequence. During operation in the first mode, the aircraft is expected to be in use, for example in flight, on standby or undergoing maintenance. A status or condition of the aircraft may therefore be expected to change more rapidly than in the second mode so that obtaining the operational data more regularly than in the second mode may help to better understand aircraft behaviour in the first mode.

[0023] Optionally, the controller is configured to, in the second mode, determine whether the operational data meets a predetermined criterion and, in the event that the predetermined criterion is met, to: cause power to be supplied from the auxiliary power supply to the transmitter to enable the transmitter, and cause the transmitter to transmit, to a remote system, data indicative that the predetermined criterion has been met. Accordingly, the transmitter may be enabled when the powered system is operating in the second mode when the predetermined criterion is met, to transmit the data indicative that the predetermined criterion has been met, rather than all of the operational data stored in the memory, which would require more power to transmit. This may limit power consumption by the transmitter in the second mode whilst still enabling transmission of the data indicative that the predetermined criterion has been met.

[0024] Optionally, the predetermined criterion may be met upon detection of an impending altered operational state of the aircraft system and / or detection that the aircraft is in the altered operational states occurred. In the altered operational state, one or more components of the aircraft may be operational with reduced or no functionality. For example, the predetermined criterion may be met in the event that a parameter sensed by the powered system meets a predetermined threshold, the parameter meeting the predetermined threshold being indicative that the altered operational state is impending, or has occurred. Accordingly, the altered operational state having occurred or being impending may be communicated to the remote system when power from the main power supply is not available. This may result in more rapid mitigation of the altered operational state being applied compared data indicative that the predetermined criterion has been met not being transmitted by the transmitter during operation of the powered system in the second mode.

[0025] Optionally, the auxiliary power supply comprises a rechargeable power store. This may allow a size or capacity of the auxiliary power supply to be reduced compared to a non-rechargeable power store.

[0026] Optionally, in the first mode, power is supplied from the main power supply to the auxiliary power supply to charge the rechargeable power store. This may negate a need to separately change the rechargeable power supply, for example during a maintenance cycle.

[0027] Optionally, the rechargeable power store comprises one or more of: a battery, a capacitor and a piezoelectric device. A battery and a capacitor may be capable of rapidly recharging and of storing energy to power the powered system in the second mode.

[0028] A second aspect of the present invention provides an aircraft comprising a main power supply, and an aircraft system according to the first aspect. The powered system of the aircraft system may thus be operable even when the main power supply is unavailable to power the powered system, albeit with the second level of functionality. Optionally, in the first mode the aircraft is turned on, and in the second mode the aircraft is turned off.

[0029] A third aspect of the present invention provides an aircraft comprising: a main power supply, an auxiliary power supply, and an aircraft system configured to be selectively powered by one of the main power supply and the auxiliary power supply. The aircraft system is operable in: a first mode when the aircraft is turned on, in which the aircraft system is powered by the main power supply and is operable with a first level of functionality; and a second mode when the aircraft is turned off, in which the aircraft system is powered by the auxiliary power supply and is operable with a second level of functionality, the second level of functionality reduced relative to the first level of functionality. The aircraft system may thus be operable even when aircraft is turned off, albeit with the second level of functionality. Due to the second level of functionality being reduced compared to the first level of functionality, the aircraft system may consume less power in the second mode than in the first mode.

[0030] Optionally, the aircraft system has any of the features of the aircraft system described with reference to the first aspect.

[0031] Optionally, in the second mode, the aircraft system is powered by the auxiliary power supply intermittently. This may further reduce power consumption by the aircraft system in the second mode.

[0032] Optionally, the aircraft system comprises a monitoring system configured to monitor a parameter of another system of the aircraft. Optionally, in the first mode the monitoring system monitors the parameter of the another system at a first frequency, and in the second mode the monitoring system monitors the parameter of the another system at a second frequency less than the first frequency. Optionally, the monitoring system is a fuel system monitoring system, and the another system is a fuel system of the aircraft. Optionally, the monitoring system is a tire monitoring system, and the another system is a tire of the aircraft.

[0033] Optionally, the aircraft comprises a plurality of landing gears and the powered system comprises a tire monitoring system configured to monitor a status of all tires of the plurality of landing gears. Accordingly, the aircraft may comprise a single aircraft system, and thus a single auxiliary power supply, to provide power to monitor the status of the tires of the plurality of landing gears in the second mode, which may reduce system complexity.

[0034] Optionally, the aircraft comprises a plurality of landing gears, and an aircraft system for each landing gear. The powered system of each aircraft system comprises a tire monitoring system for a respective one of the landing gears, the tire monitoring systems configured to monitor a status of tires of the respective one of the landing gears. Accordingly, each auxiliary power supply may be smaller than an auxiliary power supply of an aircraft system comprising an auxiliary power supply to supply power to all of the tire monitoring systems.

[0035] A fourth aspect of the present invention provides an aircraft data communication system, the aircraft data communication system comprising the aircraft system according to the first aspect and a remote system, wherein the aircraft system comprises a communication module comprising a receiver and a transmitter in communication with the remote system. The remote system is configured to send data requests to the communication module. The communication module, when enabled, in configured to receive the data requests at the receiver and, in response, transmit data from the transmitter to the remote system.

[0036] Optionally, the aircraft system comprises a memory to store data, and the transmitter is configured to transmit data stored in the memory in response to the data requests.

[0037] Optionally, the powered system is a monitoring system configured to monitor a status of the aircraft and to store data in the memory that is indicative of the status of the aircraft.

[0038] Optionally, the remote system comprises data processing system configured to process the data received from the aircraft system, for example to update a computer model of the aircraft or part thereof.

[0039] A fifth aspect of the present invention provides a method of operating an aircraft system of an aircraft, the aircraft system comprising a powered system and an auxiliary power supply, wherein the method comprises: operating the aircraft system in a first mode when power to operate the powered system is available from a main power supply of the aircraft, wherein, operating the aircraft system in the first mode comprises supplying power from the main power supply to operate the powered system and operating the powered system with a first level of functionality; and operating the aircraft system in a second mode when power to operate the powered system is not available from the main power supply, wherein, operating the aircraft system in the first mode comprises supplying power from the auxiliary power supply to operate the powered system and operating the powered system with a second level of functionality, the second level of functionality reduced relative to the first level of functionality.

[0040] By implementing the method, power consumption by the aircraft system, in particular by the powered system, may be reduced in the second mode.

[0041] Optionally, operating the aircraft system in the second mode comprises intermittently supplying power from the auxiliary power supply to operate the powered system. This may further reduce power consumption in the second mode.

[0042] Optionally, the method comprises, in the second mode, supplying power from the auxiliary power supply to operate the powered system at predetermined intervals. Optionally, the predetermined intervals have a duration of at least five minutes, or at least 10 minutes. Optionally, the predetermined intervals are regular.

[0043] Optionally, operating the aircraft system in the second mode comprises, when supplying power from the auxiliary power supply to operate the powered system, the powered system performing a powered sequence, the powered sequence comprising obtaining and storing operational data. Accordingly, operational data may be obtained even when power from the main power supply is unavailable to power the powered system.

[0044] Optionally, operating the aircraft system in the first mode comprises, in response to receiving a data request, transmitting, to a remote system, the operational data stored during operation of the aircraft system in the second mode. Accordingly, operational data stored during operation of the aircraft system may be collected and / or processed when power from the main power store is reinstated after operation in the second mode.

[0045] Optionally, the method comprises inhibiting transmission of operational data in the second mode. This may further reduce power consumption in the second mode.

[0046] Optionally, the aircraft is the aircraft of the second aspect or the third aspect. Optionally, the aircraft system is the aircraft system of the first aspect.

[0047] Optional features of aspects of the present invention may be equally applied to other aspects of the present invention, where appropriate. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0049] Figure 1 shows a schematic view of an aircraft according to an example;

[0050] Figures 2-4 shows a schematic view of the aircraft, in particular of a first system of the aircraft according to an example, the first system shown in a first configuration, a second configuration and a third configuration, respectively;

[0051] Figure 5 shows a schematic view of the aircraft, in particular of a second system of the aircraft according to an example, the second system shown in a first configuration; and

[0052] Figure 6 shows a method according to an example. DETAILED DESCRIPTION

[0053] Figure 1 shows an aircraft 1 according to an example. In Figure 1, the aircraft 1 is on the ground 3. Figures 2-4 schematically show various systems of the aircraft 1.

[0054] The aircraft 1 comprises a fuselage 10, wings 12 that extend from opposing sides of the fuselage 10, a nose landing gear 14, a first main landing gear 16 and a second main landing gear 18 (collectively referred to herein as the landing gears 14, 16, 18). Each landing gear 14, 16, 18 comprises a plurality of wheels 20 each having a tire 22. In this example, the nose landing gear 14 comprises two wheels, and each of the main landing gears 16, 18 comprises four wheels.

[0055] The aircraft I comprises a main power supply 24 and a first system 6, as shown schematically in different configurations in Figures 2-4. The first system 6 has at least one component that is operable using power supplied from the main power supply 24, as will be described herein.

[0056] The first system 6 comprises a first auxiliary power supply 26, a tire monitoring system 30 and a first controller 28. The main power supply 24 and the first auxiliary power supply 26 selectively supply power to operate the tire monitoring system 30. The main power supply 24 is available to supply power to operate the tire monitoring system 30 when the aircraft 1 is turned on, and is not available to supply power to the tire monitoring system 30 when the aircraft 1 is turned off.

[0057] The first auxiliary power supply 26 comprises a first capacitor 27 to store electrical energy. The first capacitor 27 is chargeable by the main power supply 24 when the aircraft 1 is turned on, as will be described herein.

[0058] In this example, the tire monitoring system 30 is for the nose landing gear 14. The tire monitoring system 30 comprises two pressure sensors 40 and two temperature sensors 42; one pressure sensor 40 and one temperature sensor 42 for each wheel 20 of the nose landing gear 14. The tire monitoring system 30 also comprises a first memory 36 and a first communication module 38.

[0059] A respective one of the pressure sensors 40 and one of the temperature sensors 42 is fitted to each wheel 20 of the nose landing gear 14, in this example within the respective tire 22. Each pressure sensor 40 and temperature sensor 42 is configured to take readings of pressure and temperature, respectively, in the respective tire 22.

[0060] The first communication module 38 is in communication with the first memory 36 and in wireless communication with a remote system 2. In this example, the remote system 2 is remote from the aircraft 1 (as denoted by the dashed lines in Figures 2-4) and comprises a computer model of the nose landing gear 14.

[0061] The first controller 28 comprises a determiner 44, a processor 46, and a series of switches 48a, 48b, 48c (collectively referred to as the switches 48 and comprising a main supply switch 48a, a recharge switch 48b and an auxiliary supply switch 48c). The switches 48 can each be placed in a respective open position to inhibit power supply across the respective one of the switches 48, and a closed position to permit power supply across the respective one of the switches 48.

[0062] In use of the first system 6, the determiner 44 is operable to determine whether the aircraft is turned on or turned off by determining whether the first controller 28 is receiving power from the main power supply 24. The determiner 44 thus determines whether power from the main power supply 24 is available to operate the tire monitoring system 30 or whether power from the auxiliary power supply 26 should be provided to operate the tire monitoring system 30.

[0063] When the determiner 44 determines that the aircraft is turned on, the first system 6 operates in a first mode, with a first level of functionality. When the determiner 44 determines that the aircraft is turned off, the first system 6 operates in a second mode, with a second level of functionality, reduced compared to the first level of functionality. In this example, the first level of functionality is a full level of functionality of the first aircraft system 6, in which communication by the first aircraft system 6 with a flight deck of the aircraft 1 and with a maintenance system for use in maintaining the aircraft 1 is enabled.

[0064] In the first mode, the main supply switch 48a is in the closed position and the main power supply 24 constantly provides power to the processor 46 to operate the tire monitoring system 30. The recharge switch 48b is in the closed position and the main power supply 24 charges the capacitor 27. The auxiliary supply switch 48c is in the open position such that no power is supplied from the auxiliary power supply 26 to operate the tire monitoring system 30. This is as shown in Figure 2.

[0065] In operation of the tire monitoring system 30 when the first system 6 is operating in the first mode, each pressure sensor 40 senses pressure in the respective tire 22 and each temperature sensor 42 senses temperature in the respective tire 22 at a frequency of once per six minutes. The pressure sensors 40 each generate pressure data indicative of pressure sensed in the respective tire 22 and a time at which the pressure was sensed. The temperature sensors 42 each generate temperature data indicative of temperature sensed in the respective tire 22 and a time at which the temperature was sensed. The first memory 36 stores the pressure data and the temperature data obtained by the pressure and temperature sensors 40, 42.

[0066] In the first mode, the first communication module 38 is enabled such that the tire monitoring system 30 can communicate with the remote system. When the communication module 38 receives a data request from the remote system 2, in this example at a receiver of the communication module 38, a transmitter of the communication module 38 accesses and transmits to the remote system 2 the pressure and temperature data stored in the first memory 36.

[0067] The remote system 2 in this example is configured to process pressure and temperature data obtained from the tire monitoring system 30 and to update a computer model of the nose landing gear 14, based on the pressure and temperature data.

[0068] In the second mode, the main supply switch 48a and the recharge switch 48b are in the open position so that no power from the main power supply 24 is suppliable to the processor 46 to operate the tire monitoring system 30, or to the capacitor 27. In the second mode, the first controller 28 intermittently places the auxiliary supply switch 48c in the closed position, in which power is supplied from the auxiliary power supply 26 to the processor 46 to operate the tire monitoring system 30, and alternately places the auxiliary supply switch 48c in the open position, in which no power is supplied to the processor 46. This is shown in Figures 3 and 4, respectively.

[0069] In this example, the auxiliary supply switch 48c is placed in the closed position for a period of around ten seconds, and in the open position for a period of around 10 minutes.

[0070] With the auxiliary supply switch 48c in the closed position, the first controller 28 causes the tire monitoring system 30 to perform a sensing sequence within the ten second period. The sensing sequence comprises: the pressure sensors 40 and the temperature sensors 42 powering up; the pressure sensors 40 each taking a single pressure reading in the respective tire 22 and generating pressure data indicative of pressure sensed in the respective tire 22 and a time at which the pressure was sensed; the temperature sensors 42 each taking a single temperature reading in the respective tire 22 and generating temperature data indicative of temperature sensed in the respective tire 22 and a time at which the temperature was sensed; the first memory 36 storing the pressure data and temperature data generated, and the pressure sensors 40 and the temperature sensors 42 powering down.

[0071] With the auxiliary supply switch 48c in the open position, the pressure and temperature sensors 40, 42 are inoperable.

[0072] In the second mode, the first communication module 38 to disabled to conserve energy stored in the first capacitor 27. Accordingly, in the second mode, the tire monitoring system 30 cannot communicate with the remote system 2, for example to receive data requests or transmit data stored in the first memory 36.

[0073] The intermittent switching of the auxiliary supply switch 48c between the open and closed positions continues until the detector 44 detects that the aircraft has been turned back on. The first system 6 then resumes operation in the first mode, as described above.

[0074] Upon resumption of operation of the first system 6 in the first mode, the first communication module 38 is re-enabled and, in response to the next data request received from the remote system 2, the transmitter transmits data stored in the first memory 36 since the last data request was received, which comprises the pressure and temperature stored in the first memory 36 while the aircraft was turned off and thus while the first aircraft system 30 was operating in the second mode.

[0075] After an aircraft flight phase, a pressure and / or temperature of a tire typically takes around three hours to stabilise and thus may not stabilise between flights. Stabilisation or pressure and / or temperature may not occur until after the aircraft has been turned off, for example overnight. It may be advantageous to obtain data relating to tires of the aircraft when an aircraft is turned off, for example to model tire behaviour over time and / or to schedule tire maintenance.

[0076] The aircraft 1, and in particular the arrangement described with reference to Figures 2-4 enables the pressure and temperature sensors 40, 42 to continue to obtain data relating to the pressure and temperature in the tires 22 when the aircraft 1 is turned off, without the need for a local, non-rechargeable power supply to be provided at the wheels 20 of the nose landing gear 14.

[0077] Figure 5 schematically shows another example of the aircraft 1. In this example, the aircraft 1 comprises a fuel system 50 and a second system 8. The second system 8 has at least one component that is operable using power supplied from the main power supply 24, as will be described herein.

[0078] The second system 8 comprises a second controller 52, a fuel monitoring system 60 and an auxiliary power store 70 comprising a second capacitor 72 chargeable by the main power supply 24 when the aircraft 1 is turned on. The main power supply 24 and the second auxiliary power supply 70 selectively supply power to operate the fuel monitoring system 60. The main power supply 24 is available to supply power to operate the fuel monitoring system 60 when the aircraft 1 is turned on, and is not available to supply power to the fuel monitoring system 60 when the aircraft 1 is turned off.

[0079] The fuel monitoring system 60 comprises a moisture sensor 62 to detect a moisture level in the fuel system 50, a second memory 66 and a second communication module 68. The second communication module 68 is in communication with the second memory 66 and is in wireless communication with the remote system 2. In this example, the remote system 2 is remote from the aircraft I (as denoted by the dashed lines in Figures 2-4) and comprises a computer model of the fuel system 50.

[0080] The second controller 52 comprises a second determiner 54, a second processor 56, and a series of switches 58a, 58b, 58c (collectively referred to as the switches 58 and comprising a main supply switch 58a, a recharge switch 58b and an auxiliary supply switch 58c). The switches 58 can each be placed in a respective open position to inhibit power supply across the respective one of the switches 58, and a closed position to permit power supply across the respective one of the switches 58.

[0081] Use of the second system 8 is similar to that of the first system 6. In short, the second determiner 54 determines whether the aircraft 1 is turned on or turned off. When the second determiner 54 determines that the aircraft is turned on, the first system 6 operates in a first mode, with a first level of functionality, as shown in Figure 5. When the second determiner 54 determines that the aircraft is turned off, the first system 6 operates in a second mode, with a second level of functionality, reduced compared to the first level of functionality. In this example, the first level of functionality is a full level of functionality of the second aircraft system 8, in which communication by the second aircraft system 8 with a flight deck of the aircraft 1 and with a maintenance system for use in maintaining the aircraft 1 is enabled.

[0082] During operation of the fuel monitoring system 60, in either the first mode or the second mode, the moisture sensor 62 senses a moisture level in the fuel system 50. The moisture sensor 62 generates moisture data indicative of the moisture level sensed in the fuel system 50 and a time at which the moisture level was sensed. The second memory 66 stores the moisture data obtained by the moisture sensor 62. In the first mode, the second communication module 68 is enabled and configured to receive data requests from the remote system 2 and, in response, transmit the moisture data stored in the second memory 66 to the remote system 2 via a transmitter. The remote system 2 in this example is configured to process moisture data obtained from the fuel monitoring system 60 and to update the computer model based on the moisture data. In the second mode, the auxiliary supply switch 58c is intermittently placed in the closed position, to operate the fuel monitoring system 60 and the fuel monitoring system 60 performs a the sensing sequence with the moisture sensor 62 when the auxiliary supply switch 58c is in the closed position.

[0083] Differences in the operation of the second system 8 compared to the first system 6 are described in more detail herein.

[0084] In the first mode and the second mode, the second processor 56 is configured to process the moisture data to compare the moisture level detected by the moisture sensor 62 to a threshold moisture level during operation of the fuel monitoring system 62. In the event that the second processor 56 determines that the moisture level detected by the moisture sensor 62 has met the threshold moisture level, the transmitter of the second communication module 68 transmits an alert indicative that the threshold moisture level has been met. In this example, the alert is sent to an aircraft maintenance system 4.

[0085] In the first mode, the second communication module 68 is enabled and therefore is operable to transmit the alert using power supplied from the main power supply 20 when the second processor 56 determines that the threshold moisture level has been met.

[0086] In the event that the second processor 56 determines that the threshold moisture level has been met when the second system 8 is operating in the second mode, the second controller 52 enables the second communication module 68 during the next period in which the auxiliary supply switch 58c is in the closed position. The transmitter transmits the alert during that period using power supplied from the second auxiliary power supply 70. The communication module 68 is subsequently disabled until the second system 6 operated in the first mode in this example. In other examples, the communication module 68 remains enabled whilst the second system 8 operates in the second mode. In other examples, the second controller 52 enables the second communication module 68 during the same period in which the auxiliary supply switch 58c is in the closed position, in which the second controller 52 determines that the threshold moisture level has been met. Accordingly, the alert may be issued sooner after the threshold moisture level has been met compared to the communication module 68 being enabled during the next period in which the auxiliary supply switch 58c is in the closed position. However, the auxiliary supply switch 58c may remain in the closed position for longer compared to a period in which the auxiliary supply switch 58c is in the closed position and the threshold moisture level is not met.

[0087] The arrangement described with reference to Figure 5 may enable detection of a change in moisture level in the fuel system 50 even when the aircraft 1 is turned off. This may enable management of the moisture level before a next flight of the aircraft 1, for example to maintain the moisture level within an acceptable moisture range.

[0088] It will be appreciated that the fuel monitoring system 60 may comprise one or more additional sensors in other examples, and that the second memory 66 may store data generated by the one or more additional sensors. For example, the fuel monitoring system 60 may, additionally or alternatively, comprise one or more sensors to generate data indicative of respective parameters relating to the fuel system, such as: a fuel temperature, pressure in the fuel system 50, and leakage in the fuel system 50.

[0089] Figure 6 shows a method 100 of operating an aircraft system of an aircraft. In this example, the aircraft system is the first system 6 of the aircraft 1 described above, and thus comprises the tire monitoring system 30 and the first auxiliary power supply 26. It will be appreciated that a similar method is envisaged for operating the second aircraft system 8 of the aircraft 1.

[0090] The method 100 comprises the first controller 28 determining 102 whether power from the main power supply 24 of the aircraft 1 is available to power the tire monitoring system 30. In this example, the power is available when the aircraft is turned on, and is not available when the aircraft is turned off.

[0091] In the event that power to operate the tire monitoring system 30 is available from the main power supply 24, the method 100 comprises operating the first system 6 in a first mode 104 and enabling 120 the communication module 38, in particular the receiver and transmitter of the communication module 38. Operating the first system 6 in the first mode comprises supplying power 106 from the main power supply 24 to operate the tire monitoring system 30 and operating the powered system with a first level of functionality 108, as described above with reference to Figures 2-4.

[0092] In the event that power to operate the tire monitoring system 30 is not available from the main power supply 24, the method 100 comprises operating the first system 6 in a second mode 110 and disabling 118 the communication module 38 of the tire monitoring system 30, in particular the transmitter of the communication module 38. Operating the first system 6 in the second mode comprises intermittently supplying power 112 from the auxiliary power supply 26 to operate the tire monitoring system 30 and operating the powered system with a second level of functionality 114, reduced compared to the first level of functionality, as described above with reference to Figures 2-4. In this example, the power is supplied every 10 minutes for approximately 3 seconds.

[0093] Operating the tire monitoring system 30 in the second mode 110 comprises, when supplying power from the auxiliary power supply 26 to operate the tire monitoring system, the tire monitoring system 30 performing the sensing sequence described above 116 with reference to the first system 6.

[0094] Operating the tire monitoring system 30 in the first mode 104 comprises receiving a data request 122 at the communication module 38, transmitting 124 to the remote system 2 operational data stored during operation of the first system 6 in the first mode and the second mode since a previous data request was received by the communication module 38.

[0095] Other examples are envisaged, which fall within the scope of the application. For example, the aircraft system may be any aircraft system for which it is advantageous to be powered when the main power supply is unavailable to power the aircraft system, and which can be operated with a reduced level of functionality compared to when operated when the main power supply is available. For example, the aircraft system may be any aircraft system that comprises one or more sensors operable to sense a parameter of the aircraft that may change whilst the aircraft is turned off.

[0096] The functionality described with reference to one of the first and second aircraft systems 6, 8 may be equally applied to the other of the first and second aircraft systems 6, 8. For example, the first aircraft system 6 may be configured to enable the first communication module 38 during operation in the second mode, in the event that the first controller 28 determines that pressure in a tire 22 of the landing gear 14 is below a predetermined threshold. Accordingly, during operation in the second mode, the first aircraft system 6 may provide an alert to another system indicative that reinflation of the tire 22 is required. Maintenance crew for the aircraft 1 may therefore be aware, before the aircraft 1 is next turned on, that the tire 22 needs reinflating.

[0097] In other examples, an aircraft may have a different number of main landing gears, for example three or four, and that each landing gear may have a different number of wheels to the present example.

[0098] In other examples, in the second mode, the first or second auxiliary power supply 26, 70 constantly supply power to operate the tire monitoring system 30 or the fuel monitoring system 60, respectively.

[0099] In other examples, the first or second capacitor 27, 72 may be omitted and another type of electrical energy store provided instead, for example a battery. In other examples, the first or second capacitor 27, 72 may be charged by an alternative power supply rather than the main power supply 24. It will be appreciated that in other examples an electromechanical power supply may instead be provided.

[0100] In other examples of the first system 6, one or both of the respective pressure sensor 40 and temperature sensor 42 are instead fitted on a hub of the respective wheel 20.

[0101] In the example first system 6, the tire monitoring system 30 is for the nose landing gear 14, but it will be appreciated that in other examples the tire monitoring system is, additionally or alternatively, for one or both of the main landing gears 16, 18 and has a corresponding number of pressure sensors and temperature sensors as the number of wheels of the landing gear(s).

[0102] It will be appreciated that the aircraft 1 may comprise the first system 6 and the second system 8.

[0103] It is to be noted that the term “or” as used herein is to be interpreted to mean “and / or”, unless expressly stated otherwise.

Claims

1. An aircraft system for an aircraft, the aircraft system comprising a powered system and an auxiliary power supply,wherein the aircraft system is operable in:a first mode, when power is available from a main power supply of the aircraft and is supplied to the powered system to operate the powered system, anda second mode, when power is not available from the main power supply to operate the powered system and is supplied to the powered system from the auxiliary power supply to operate the powered system, andwherein, in the first mode, the powered system operates with a first level of functionality, and, in the second mode, the powered system operates with a second level of functionality, the second level of functionality reduced relative to the first level of functionality.

2. The aircraft system according to claim 1, comprising a memory to store operational data obtained by the powered system in the first and second modes, wherein: the powered system comprises a transmitter to transmit the operational data stored in the memory to a remote system in response to a data request, andthe transmitter is enabled in the first mode and disabled in the second mode.

3. The aircraft system according to claim 2, wherein, in the first mode, the transmitter is configured to transmit, in response to a data request received when the aircraft system is operating in the first mode, the operational data stored in the memory during operation of the aircraft system in the second mode.

4. The aircraft system according to claim 2 or claim 3, comprising a controller configured to, in the second mode, determine whether the operational data meets a predetermined criterion and, in the event that the predetermined criterion is met, to:cause power to be supplied from the auxiliary power supply to the transmitter to enable the transmitter, andcause the transmitter to transmit, to a remote system, data indicative that the predetermined criterion has been met.

5. The aircraft system according to any one of claims 2 to 4, wherein the powered system comprises one or more sensors to obtain the operational data in the first mode and the second mode.

6. The aircraft system according to claim 5, wherein the one or more sensors comprises at least one of a tire pressure sensor and a tire temperature sensor7. The aircraft system according to any one of the preceding claims, wherein, in the second mode, the aircraft system is configured, at predetermined intervals, to perform a powered sequence comprising:powering up at least one component of the powered system using power supplied from the auxiliary power supply,obtaining operational data from the at least one component, storing the operational data in memory, andsubsequently powering down the at least one component of the powered system.

8. The aircraft system according to claim 7 when dependent on claim 5 or claim 6, wherein the at least one component comprises the one or more sensors, the obtaining operational data comprises the one or more sensors taking a reading, and the operational data comprises data indicative of the reading.

9. The aircraft system according to claim 7 or claim 8, wherein the predetermined intervals each have a duration of at least 5 minutes.

10. The aircraft system according to any one of claims 7 to 9, wherein the aircraft system is configured to turn off a supply of power from the auxiliary power supply to operate the powered system between each powered sequence.

11. The aircraft system according to any one of the preceding claims, wherein the auxiliary power supply comprises a rechargeable power store.

12. The aircraft system according to claim 11, wherein, in the first mode, power is supplied from the main power supply to the auxiliary power supply to charge the rechargeable power store.

13. The aircraft system according to claim 12, wherein the rechargeable power store comprises one or more of: a battery, a capacitor and a piezoelectric device.

14. The aircraft system according to any one of the preceding claims, wherein the powered system is a tire monitoring system.

15. The aircraft system according to any one of claims 1 to 13, wherein the powered system is a fuel system monitoring system.

16. An aircraft comprising a main power supply, and an aircraft system according to any one of the preceding claims.

17. The aircraft according to claim 16, wherein, in the first mode the aircraft is turned on, and in the second mode the aircraft is turned off.

18. An aircraft comprising:a main power supply;an auxiliary power supply; andan aircraft system configured to be selectively powered by one of the main power supply and the auxiliary power supply,wherein the aircraft system is operable in:a first mode when the aircraft is turned on, in which the aircraft system is powered by the main power supply and is operable with a first level of functionality; anda second mode when the aircraft is turned off, in which the aircraft system is powered by the auxiliary power supply and is operable with a second level of functionality, the second level of functionality reduced relative to the first level of functionality.

19. A method of operating an aircraft system of an aircraft, the aircraft system comprising a powered system and an auxiliary power supply, wherein the method comprises:operating the aircraft system in a first mode when power to operate the powered system is available from a main power supply of the aircraft, wherein, operating the aircraft system in the first mode comprises supplying power from the main power supply to operate the powered system and operating the powered system with a first level of functionality; andoperating the aircraft system in a second mode when power to operate the powered system is not available from the main power supply, wherein, operating the aircraft system in the first mode comprises supplying power from the auxiliary power supply to operate the powered system and operating the powered system with a second level of functionality, the second level of functionality reduced relative to the first level of functionality.

20. The method according to claim 19, wherein operating the aircraft system in the second mode comprises intermittently supplying power from the auxiliary power supply to operate the powered system.

21. The method according to claim 20, wherein operating the aircraft system in the second mode comprises, when supplying power from the auxiliary power supply to operate the powered system, the powered system performing a powered sequence, wherein the powered sequence comprising obtaining and storing operational data.

22. The method according to claim 21, wherein operating the aircraft system in the first mode comprises, in response to receiving a data request, transmitting, to a remotesystem, the operational data stored during operation of the aircraft system in the second mode.Application No: GB2318089.6Examiner: Mr Keir HoweClaims searched: 1-22Date of search: 9 May 2024Patents Act 1977: Search Report under Section 17Documents considered to be relevant:Category Relevant to claims Identity of document and passage or figure of particular relevance X 1-22 WO 2021 / 108571 Al (APPAREO SYSTEMS LLC) See paragraphs [0066]-[0068], [0072], [0079]-[0081], [0083] and [0094]-[0097] in particular. X 1-22 WO 2021 / 222183 Al (CIRRUS DESIGN CORP D / B / A CIRRUS AIRCRAFT) See paragraphs [0011]-[0017, [0036] and [0058]-[0061] in particular. X 1, H-13, 16-21 US 2017 / 0213468 Al (DUERKSEN et al.) See paragraphs [0029], and [0032]-[0033] in particular. A,E EP 4360917 Al (AIRBUS OPERATIONS LTD) See paragraph [0090], for example. A - EP 4261053 Al (AIRBUS OPERATIONS LTD) See paragraph [0085], for example.Categories:X Document indicating lack of novelty or inventive step A Document indicating technological background and / or state of the art. Y Document indicating lack of inventive step if P Document published on or after the declared priority date but combined with one or more other documents of before the filing date of this invention. same category. & Member of the same patent family E Patent document published on or after, but with priority date earlier than, the filing date of this application.Field of Search:www.gov.uk / ipoInternational Classification:Subclass Subgroup Valid From B64D 0045 / 00 01 / 01 / 2006 B60C 0023 / 04 01 / 01 / 2006 B64D 0041 / 00 01 / 01 / 2006 B64F 0005 / 40 01 / 01 / 2017 B64F 0005 / 60 01 / 01 / 2017www.gov.uk / ipo

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