Aircraft landing gear wheel well thermal control system and related method

Abstract

To provide a thermal control system for aircraft main landing gear wheel wells and related methods.SOLUTION: An example thermal control system for aircraft main landing gear wheel wells includes a conduit defining a fluid passageway between an inlet and an outlet. The inlet of the conduit is positioned in fluid communication with a landing gear wheel well, and the outlet of the conduit is positioned in fluid communication with the atmosphere. The conduit generates a pressure differential through the fluid passageway between the inlet and the outlet to discharge heat from the landing gear wheel well to the atmosphere.SELECTED DRAWING: Figure 2A

Description

[Technical field]

[0001] The present disclosure relates generally to aircraft, and more particularly to aircraft main landing gear wheel well thermal control systems and related methods. [Background technology]

[0002] Aircraft wheel brakes generate significant heat when stopping an aircraft during a landing event. In such cases, heated brakes on an aircraft landing gear can reach 1000 degrees Fahrenheit (°F) or more, radiating and convecting significant amounts of heat to surrounding structures. In some cases, an aircraft may take off for the next flight immediately after landing without sufficient time for the brakes to cool (e.g., to environmental ambient temperature). As a result, heat generated by the brakes is transferred to the aircraft's surrounding structures when the landing gear retracts into the aircraft's landing gear wheel wells. Summary of the Invention

[0003] An exemplary thermal control system includes a conduit defining a fluid passage between an inlet and an outlet, the inlet of the conduit being positioned in fluid communication with the landing gear well and the outlet of the conduit being positioned in fluid communication with the atmosphere, the conduit creating a pressure differential through the fluid passage between the inlet and the outlet to reject heat from the landing gear well to the atmosphere.

[0004] The exemplary apparatus includes a first conduit defining a first inlet positioned within a landing gear wheel well of the aircraft. The first inlet is located proximate a first brake of a first wheel of the first aircraft landing gear when the first aircraft landing gear is retracted into the landing gear wheel well. The exemplary apparatus includes a second conduit defining a second inlet positioned within the landing gear wheel well of the aircraft. The second inlet is located proximate a second brake of a second wheel of the aircraft landing gear when the aircraft landing gear is retracted into the landing gear wheel well. The exemplary apparatus includes a main conduit defining an outlet in fluid communication with the atmosphere. A main conduit fluid couples the first inlet of the first conduit and the second inlet of the second conduit to the outlet.

[0005] An exemplary apparatus includes a means for defining a fluid passage between an inlet and an outlet, where the inlet of the means for defining a fluid passage is positioned in fluid communication with the landing gear wheel well and the outlet of the means for defining a fluid passage is positioned in fluid communication with the atmosphere. An exemplary system includes a means for creating a pressure differential through the means for defining a fluid passage to induce a flow of fluid from the inlet toward the outlet to evacuate heat from the landing gear wheel well. [Brief description of the drawings]

[0006] [Figure 1] 1 is an exemplary aircraft having an exemplary thermal control system in accordance with the teachings of the present disclosure. [Figure 2A] 2 illustrates the exemplary thermal control system of FIG. 1. [Figure 2B] 2 illustrates the exemplary thermal control system of FIG. 1. [Figure 2C] 2 illustrates the exemplary thermal control system of FIG. 1. [Diagram 3] FIG. 2 is a top view of the aircraft of FIG. 1. [Figure 4A] 1 illustrates an exemplary thermal control system disclosed herein. [Figure 4B] 1 illustrates an exemplary thermal control system disclosed herein. [Figure 4C] 1 illustrates an exemplary thermal control system disclosed herein. [Diagram 5] FIG. 2 is a perspective view of another example thermal control system disclosed herein. [Figure 6] FIG. 2 is a perspective view of another example thermal control system disclosed herein. [Figure 7] FIG. 2 is a perspective view of another example thermal control system disclosed herein. [Figure 8] FIG. 2 is a perspective view of another example thermal control system disclosed herein. [Figure 9] FIG. 2 is a perspective view of another example thermal control system disclosed herein. [Figure 10A] 1 illustrates another exemplary thermal control system disclosed herein. [Figure 10B] 1 illustrates another exemplary thermal control system disclosed herein. [Figure 10C] 1 illustrates another exemplary thermal control system disclosed herein. [Figure 11A] 1 illustrates another exemplary thermal control system disclosed herein. [Figure 11B] 1 illustrates another exemplary thermal control system disclosed herein. [Figure 12A] 2 illustrates an exemplary landing gear wheel disclosed herein that may implement the landing gear of the aircraft of FIG. 1. [Figure 12B] 2 illustrates an exemplary landing gear wheel disclosed herein that may implement the landing gear of the aircraft of FIG. 1. [Figure 13] 13 is a flowchart illustrating an example method 1300 for implementing a controller of the example thermal control system of FIGS. 5-9. [Figure 14] 14 is a flowchart illustrating an example method 1400 for implementing a controller of the example thermal control system of FIGS. 5-9. [Figure 15] 15 is a flowchart illustrating an example method 1500 for implementing a controller of the example thermal control system of FIGS. 5-9. [Figure 16] 16 is a flowchart illustrating an example method 1600 for implementing a controller of the example thermal control system of FIGS. 5-9. [Figure 17] A block diagram of an exemplary processor platform configured to execute the instructions of Figures 13-16 to implement the controller of Figures 5-9. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] The same reference numbers are used throughout the drawings and the accompanying description to refer to the same or similar parts wherever possible. As used in this patent application, the expression of any part (e.g., layer, film, area, or plate) being in any manner disposed on (e.g., disposed on, located on, mounted on, formed on, etc.) another part means either that the part referred to is in contact with the other part, or that the part referred to is on top of the other part with one or more intermediate parts between them. The expression of any part being in contact with another part means that there are no intermediate parts between the two parts. In addition, features of one example are not mutually exclusive with features of another example.

[0008] Aircraft landing gear generates significant heat during a braking event upon landing. In some cases, the aircraft returns to flight within an insufficient time frame while the brakes still have heat energy stored and / or allow the brake system to cool to environmental ambient temperature. As a result, the landing gear braking system transfers significant heat stored in the brakes within the landing gear wheel well when the landing gear retracts after takeoff. In such cases, when the landing gear is stowed and enclosed within the wheel well during flight, the heat generated by the landing gear braking system can significantly increase the air temperature within the wheel well. For example, an aircraft landing gear braking system can reach a temperature of approximately 1000° F. when positioned in the primary landing gear wheel well during normal operation.

[0009] Aircraft often employ heat shields to protect the primary structure and / or components (e.g., wing box structures) from elevated temperatures. Heat shields are positioned in the wheel well between the landing gear and the primary structure to protect against elevated temperatures. When the landing gear is stowed in the wheel well, heat from the braking system rises against the heat shield. Heat shields are effective in blocking or limiting radiant heat from the brakes. However, heat shields are heavy (e.g., over 100 pounds (lbs)) and significantly increase manufacturing costs.

[0010] Furthermore, heat shields do not remove convective heat from the main landing gear wheel wells. For example, heat shields have a large surface area (e.g., length and / or width) to allow the heated air to cool as it spreads across the surface area of ​​the heat shield and over each edge. To aid in the removal of convective heat from the brakes, aircraft employ a blending approach. In particular, the seal from the main landing gear door is often removed to allow cool air (from the atmosphere) to be drawn into the wheel wells to a location of low pressure within the wing cavity. However, this approach requires a significant amount of airflow to pass through the wheel wells as the air is drawn through the door and extracted a significant distance from the heat source (e.g., the wheel brakes). Thus, a significant amount of airflow is required to mix with the heated air in the wheel wells and cool the air temperature in the wheel wells. Additionally, the amount of airflow required to flow through the wheel wells increases drag.

[0011] Additionally, because the airflow approaches described above do not remove heat directly from the source (such as brakes), in some cases, primary aircraft structures adjacent to wheel wells that may be affected by heat from the brakes require increased structural support (e.g., by increasing the dimensional envelope of the primary structure and / or the material used to manufacture the primary structure (e.g., titanium instead of steel). However, increasing the structural support of the primary structure increases manufacturing costs and / or weight. In some cases, aircraft manufacturers use gap spoilers (i.e., air brakes) to reduce negative pressure in the wing cavities and remove heat from the wheel wells. However, the gap between spoilers is insufficient during flight because it significantly increases drag when spoilers are not needed.

[0012] To reduce the thermal effects due to heat generated by the brakes on the primary structure(s) and / or component(s) located in the landing gear well of an aircraft, the exemplary apparatus and methods disclosed herein use a thermal control system. The exemplary thermal control system disclosed herein removes or extracts heat directly from the heat generating source (e.g., the brakes located in the primary landing gear well). The exemplary thermal control system disclosed herein: It reduces the bulk average air and structural temperatures in the primary landing gear wheel wells, allowing for a lower cost, lighter weight, and lower drag aircraft. In contrast to the hybrid approach described above, less airflow is required to remove heat directly from the heat source, reducing the drag count of the aircraft. In addition, significantly lower temperatures can be achieved in the wheel wells, reducing the thermal protection of the primary structure, which results in lower weight and lower manufacturing costs.

[0013] Exemplary thermal control systems disclosed herein include a ventilation system for reducing convective heat transfer to primary structures and / or components (e.g., equipment) within the wheel well and heat shield system, and reducing radiative heat transfer to primary structures and / or components of the wheel well. Some exemplary ventilation systems disclosed herein include a conduit defining a fluid passage between an inlet and an outlet. For example, the conduit is a pipe or duct for exhausting air from a landing gear wheel well. In particular, the inlet of the conduit is positioned in fluid communication with the landing gear wheel well (e.g., immediately adjacent and / or above the brakes of the aircraft wheels) and the outlet of the conduit is positioned in fluid communication with the atmosphere. In some examples, the outlet is positioned adjacent to a low pressure area on the exterior of the aircraft (e.g., an upper airfoil (e.g., a wing) of the aircraft, fuselage, etc.).

[0014] Some example ventilation systems disclosed herein use air momentum generated by a pressure differential through a fluid passage between an inlet and an outlet to evacuate heat from a landing gear wheel well. For example, an inlet in fluid communication with a wheel well (e.g., a high pressure area) and an outlet is in fluid communication with an area having a pressure less than the pressure of the air in the wheel well (e.g., the high pressure area). In some examples, the pressure differential is generated or induced by a low pressure at the outlet and a relatively high pressure air in the wheel well in communication with the inlet. The high pressure air in communication with the inlet flows toward the low pressure at the outlet, causing heat from the wheel brakes located in the wheel well to flow to the outlet. In some examples, the air momentum through the fluid passage is generated by a fan, blower, or other mechanical device, inducing a pressure differential through the fluid passage, causing airflow from the inlet to flow to the outlet. In some examples, the air momentum in the fluid passage is generated by another air source. For example, the fluid passages may receive a high pressure air flow (e.g., high pressure bleed from an eductor) to force heated air from the brakes to flow from the inlet to the outlet. In some examples, the momentum of the air in the fluid passages is generated by a higher free stream pressure. For example, a main landing gear door (MLGD) seal may be relieved where the pressure is greater than the pressure at the outlet or exhaust of the passage, thereby providing a pressure differential between the inlet of the fluid passage and the outlet of the passage.

[0015] Thus, examples disclosed herein include a means for creating a pressure differential, e.g., a delta pressure between two locations defined, e.g., by an inlet at a first location and an outlet at a second location spaced apart from the first location, a means for creating a pressure differential, a pressure drop between two exterior locations, a mechanical device, e.g., a blower, a motor, an eductor, an air force, etc.

[0016] In some examples, the thermal control systems disclosed herein employ a diffuser. An example diffuser disclosed herein defines a cavity in fluid communication with the inlet of the conduit. The diffuser directs heat toward the inlet of the fluid passage and / or blocks or limits radiative heat transfer to surrounding primary structures or components located in the landing gear wheel well.

[0017] Exemplary thermal control systems disclosed herein include brake overheat and / or fire detection systems. Typically, known overheat and / or fire detection systems monitor the temperature of the air and trigger at a certain temperature threshold or set point (e.g., brake overheat temperature threshold, fire temperature threshold, etc.). Known overheat and / or fire detection systems often include a temperature sensor or probe located on the wheel well pressure deck at a distance outside of the radial view of the brake to avoid false alarms. Thus, known overheat and / or fire detection systems often monitor the temperature of the air at a location remote from the brake. In essence, known overheat and / or fire detection systems rely on thermal energy from the brake in the form of buoyancy to carry the thermal energy to the detection system. Such known overheat and / or fire detection systems may lead to a delay between a brake overheat event and the detection of the brake overheat event.

[0018] An exemplary thermal control system disclosed herein includes an overheat and / or fire detection system that is integrated with the ventilation system. In this manner, the overheat and / or fire detection system measures the temperature of the heated air that is ventilated from directly above (i.e., immediately adjacent to) the wheel brakes. As a result, the overheat and / or fire detection system disclosed herein eliminates the delay between a brake overheat event and the detection of the brake overheat event.

[0019] Figure 1 illustrates an example aircraft 100 having an example thermal control system 102 in accordance with the teachings of the present disclosure. The aircraft 100 of Figure 1 is a commercial aircraft that includes one or more thermal control systems 102 disclosed herein. Although a commercial aircraft is illustrated in Figure 1, the thermal control system 102 and associated methods disclosed herein may be implemented in any other example aircraft, such as, for example, military aircraft (tilt rotors, fighter jets, etc.), transport aircraft, and / or any other suitable aircraft.

[0020] The aircraft 100 includes a plurality of airfoils 104 defining a first wing 106a (e.g., left wing) and a second wing 106b (e.g., right wing) extending from a fuselage 108. During flight, the plurality of airfoils 104 (e.g., first wing 106a, second wing 106b) generate lift using the energy of freestream airflow. To generate lift, the pressure on a lower surface 110 (e.g., a portion) of the plurality of airfoils 104 (e.g., a high pressure area) is greater than the pressure on an upper surface 112 (e.g., a low pressure area, a portion) of the plurality of airfoils 104.

[0021] To support the aircraft 100 on a surface 124 (e.g., a runway) and / or facilitate landing, taxiing, parking, etc., the aircraft 100 of FIG. 1 includes a landing system 111. The landing system 111 includes landing gear 114. The landing gear 114 includes wheels 116 and brakes 118. The landing gear 114 moves relative to the wheel well 120 between an extended position 115 (e.g., shown in FIG. 1) and a retracted position (e.g., retracted position 200 in FIG. 2B). The aircraft 100 of FIG. 1 includes a first landing gear 114a, a second landing gear 114b, and a third landing gear 114c. The aircraft 100 of Figure 1 includes a first wheel well 120a for receiving the first landing gear 114a, a second wheel well 120b for receiving the second landing gear 114b, and a third wheel well 120c for receiving the third landing gear 114c. The above numbers of landing gears and wheel wells are merely examples, and thus other examples may use any other number of landing gears and wheel wells (e.g., forward and / or aft landing gears and wheel wells) without departing from the scope of the present disclosure.

[0022] During landing, the landing gear doors 122 move to an open position, allowing the landing gear 114 to extend from the wheel well 120 to a deployed position 115 (e.g., the first landing gear 114a extends from the first wheel well 120a, the second landing gear 114b extends from the second wheel well 120b, and the third landing gear 114c extends from the third wheel well 120c). The brakes 118 on the wheels 116 are actuated to stop the aircraft 100 from moving along the surface 124 (e.g., a runway). The brakes 118 (e.g., carbon discs) generate significant heat as they stop the aircraft 100. For example, the brakes 118 may generate temperatures in excess of 1000 degrees Fahrenheit (°F).

[0023] To travel from one destination (e.g., an airport) to another, the aircraft 100 may perform multiple braking events, such as, for example, taxiing from a departure gate to a runway, landing, taxiing from the runway to an arrival gate, and parking. During a given period (e.g., a day), the aircraft 100 may travel to multiple destinations and thus perform multiple braking events. Thus, in some cases, the aircraft 100 may return to flight shortly after landing. For example, in some cases, the aircraft may return to flight before the brakes 118 have cooled to a reduced (e.g., desired) temperature (e.g., 100° F.). For example, the brakes 118 may take several hours to cool from a temperature of 1000° F. to a temperature of 100° F. In some cases, the aircraft 100 may return to flight in less than two hours (e.g., 30 minutes) after landing.

[0024] During flight, the landing gear 114 moves to a retracted position (e.g., retracted position 200 in FIG. 2B ) in the wheel well 120 (e.g., the first landing gear 114a retracts into the first wheel well 120a, the second landing gear 114b retracts into the second wheel well 120b, and the third landing gear 114c retracts into the third wheel well 120c). The landing gear doors 122 move to a closed position to enclose the wheel well 120 and form an aerodynamic surface for the fuselage 108 to reduce drag and increase fuel efficiency. As a result, the landing gear 114 retracts, the landing gear doors 122 enclose the wheels 116 in the wheel well 120, and the brakes 118 radiate heat, which may increase the temperature of the primary structure of the aircraft 100 and / or other components of the wheel well 120. To withstand the elevated temperatures, aircraft often employ ventilation systems and / or thermal protection plates located in the wheel wells 120. In some cases, the primary structure and / or other components of the aircraft are made from material(s) and / or have dimensional properties (such as thickness) that enable the structure or component to withstand such elevated temperatures. However, such approaches significantly reduce the efficiency of the aircraft (e.g., increase the weight of the aircraft) and increase manufacturing cost(s).

[0025] The thermal control system 102 disclosed herein ventilates or exhausts heat from the wheel well 120. For example, the thermal control system 102 ventilates heat from the wheel well 120 when the landing gear 114 is in the retracted position 200 (FIG. 2B). In some examples, the thermal control system 102 disclosed herein ventilates heated air before the air mixes with the remaining air in the wheel well 120. Additionally, the thermal control system 102 disclosed herein reduces manufacturing costs and increases the efficiency of the aircraft.

[0026] 2A-2C show the thermal control system 102 of FIG. 1. FIG. 2A is a partial perspective view of a wheel well 120 implemented with the thermal control system 102 of FIG. 1. FIG. 2B is a front view of the wheel well 120 of FIG. 2A. FIG. 2C is a partial top view of the airfoil 104 of the aircraft 100 of FIG. 1. FIG. 2A shows the landing gear 114 in the deployed position 115 (FIG. 1). FIG. 2B shows the landing gear 114 in the retracted position 200 within the wheel well 120. The wheel well 120 of FIGS. 2A and 2B may implement the first wheel well 120a, the second wheel well 120b and / or the third wheel well 120c of the aircraft 100 of FIG. 1.

[0027] The wheel well 120 of FIG. 2A is defined by the primary structure 201 of the aircraft 100. For example, the primary structure 201 of the aircraft 100 includes, for example, frames, ribs, stiffeners, wing boxes, beams, joints, etc., and / or any other structural components. The wheel well 120 may include aircraft components, for example, wires, turbines, equipment (e.g., compressors), and / or any other components of the aircraft 100. To protect the primary structure 201 and / or aircraft components from thermal conditions (e.g., heat generated by the brakes 118) when the landing gear 114 is in the retracted position 200 (e.g., retracted into the wheel well 120), the wheel well 120 includes a thermal protection plate 203 and a thermal control system 102. The thermal protection plate 203 is attached to the primary structure 201 and positioned adjacent to the wheels 116 of the landing gear 114 when the landing gear 114 is in the retracted position 200. The thermal protection plate 203 allows heat to dissipate along a surface of the thermal protection plate 203 and can cool the heated air as it moves to the lateral (e.g., perimeter) edge 205 of the thermal protection plate 203. The thermal protection plate 203 protects the primary structure 201 and / or aircraft components from radiant heat energy from the brakes 118 (e.g., by reducing thermal radiation heat transfer). For example, the thermal protection plate 203 protects the primary structure 201 located directly above the wheels 116 when the landing gear 114 is in the retracted position 200. The thermal protection plate 203 may be constructed from aluminum and / or other material(s) that reduce thermal radiation heat transfer (e.g., reflect thermal radiation).

[0028] To vent or remove (e.g., ventilate) heated air from the wheel well 120, the wheel well 120 includes a thermal control system 102. With reference to Figures 2A-2C, the thermal control system 102 includes a ventilation system 202a that removes brake heat before it mixes with the air in the wheel well 120. The ventilation system 202a has a fluid passageway 202 between an inlet 204 and an outlet 206. The inlet 204 of the fluid passageway 202 is positioned in fluid communication with a cavity 208 that defines the wheel well 120, and the outlet 206 is in fluid communication with the atmosphere. In particular, the inlet 204 is suspended from the primary structure 201 and / or thermal protection plate 203 of the wheel well 120 at a location immediately adjacent (e.g., above) the brakes 118 of the wheels 116 when the landing gear 114 is in the retracted position 200.

[0029] The fluid passageway 202 of FIGS. 2A-2C is defined by a conduit 210. The conduit 210 may be a duct, a pipe, a hose, and / or any other fluid passageway. The conduit 210 of FIGS. 2A-2C has a circular cross-sectional profile with a constant diameter between the inlet 204 and the outlet 206. In some examples, the cross-sectional profile (e.g., diameter) of the fluid passageway 202 varies (e.g., increases or decreases) between the inlet 204 and the outlet 206. In some examples, the fluid passageway 202 may have a rectangular cross-sectional shape, a square cross-sectional shape, and / or any other cross-sectional shape.

[0030] The conduit 210 is attached to the thermal protection plate 203, the primary structure 201, and / or any other structure of the aircraft 100. In particular, the portion 210a of the conduit 210 is supported by the thermal protection plate 203 such that the inlet 204 is positioned adjacent to (e.g., within an outer periphery of) the thermal protection plate 203. In this manner, the inlet 204 is positioned adjacent to (e.g., immediately next to) the wheels 116 of the landing gear 114.

[0031] To directly evacuate or remove heat from the brakes 118 (e.g., a heat source) located in the wheel well 120, the thermal control system 102 uses the air momentum created by the pressure differential between the inlet 204 and the outlet 206. In particular, to create the pressure differential, the outlet 206 is formed on the exterior surface of the airfoil 104 that has a pressure (e.g., local pressure along a boundary line) that is less than the pressure of the air inside the wheel well 120 that is in communication with the inlet 204. For example, the outlet 206 may be The fluid path 202 is routed to a low center of pressure (Cp) location on an exterior aerodynamic surface (e.g., airfoil 104) of the aircraft 100, drawing in (e.g., by suction) hot air over the brakes 118 via inlet 204 and expelling the hot air overboard via outlet 206. As shown most clearly in FIG. 2C , outlet 206 is formed in the upper surface 112 (e.g., first wing 106a) of the airfoil 104 of the aircraft 100. Thus, the pressure difference between the air pressure at inlet 204 (with the length) of the fluid path 202 and the air pressure at outlet 206 induces a flow of fluid to expel heat from the wheel well 120 to the atmosphere. For example, the pressure difference may provide a suction or vacuum within the fluid path 202 and / or the wheel well 120. In this manner, a fluid flow is induced or created through the fluid passage 202 by the pressure differential, forcing the air in the first wheel well 114a to flow towards and out of the outlet 206 (e.g., to atmosphere). The upper surface 112 of the airfoil 104 has a pressure distribution or average pressure that is less than the pressure distribution or average pressure at the lower surface 110 of the airfoil 104. Thus, the low pressure area on the upper surface 112 of the airfoil 104 creates a pressure differential between the pressure of the air at the inlet 204 and the pressure of the air at the outlet 206.

[0032] In some examples, the outlets 206 may be provided on the underside 110 of the airfoil 104, and / or on the fuselage 108 and / or any other surface of the aircraft 100. In some examples, the outlets 206 are not formed or provided on the airfoil 104. In some examples, a flow generator (e.g., a fan, blower, eductor, aspirator) is inserted into the fluid passage 202 and generates a pressure differential through the fluid passage 202, causing a flow of fluid through the fluid passage 202 from the inlet 204 to the outlet 206. In some such examples, the outlets 206 may be configured to exhaust air to other areas of the aircraft 100, such as, for example, the interior of the airfoil 104, the fuselage 108 (e.g., a cargo bay), a system (e.g., a heat exchanger), and / or any other portion or system of the aircraft 100.

[0033] The inlet 204 and outlet 206 in the illustrated example have a circular profile. Additionally, the inlet 204 defines an area that is substantially similar (e.g., within 10 percent) to the area defined by the outlet 206. For example, the inlet 204 has a diameter 212 that is substantially similar (e.g., within 10 percent) to the diameter 214 ( FIG. 2C ) of the outlet 206. However, in some examples, the inlet 204 can have a cross-sectional shape (e.g., rectangular, square, etc.) or a size (e.g., area, diameter, etc.) that is different from the shape or size of the outlet 206. For example, the inlet 204 can have a circular cross-sectional shape and the outlet 206 can have a rectangular cross-sectional shape. In some examples, the inlet 204 and / or the outlet 206 can have a rectangular cross-sectional shape, a square cross-sectional shape, and / or any other cross-sectional shape. In some examples, the inlet 204 can have an area that is different (e.g., smaller or larger) than the area of ​​the outlet 206.

[0034] 2A-2C, during operation, the thermal protection plate 203 and the thermal control system 102 protect the primary structure 201 and / or other components in the wheel well 120 from elevated temperatures. The thermal protection plate 203 reduces or blocks heat transfer via thermal radiation. In addition, the ventilation system 202a reduces heat transfer by convention by exhausting heated air from the brakes 118. In particular, the pressure difference created through the fluid passage 202 between the inlet 204 and the outlet 206 induces airflow to exhaust heat generated by the brakes 118 of the wheels 116 to the atmosphere. In short, the vacuum or suction created through the fluid passage 202 induces heated heat from the brakes 118 to flow from the inlet 204 to the outlet 206, thereby protecting the primary structure 201 and / or other components in the wheel well 120 from elevated temperatures. In addition, the thermal control system 102 allows the thermal protection plate 203 to have a smaller size (e.g., smaller surface area than known heat shields) because the ventilation system 202a removes heat directly from the brakes 118 before the heat mixes with the air in the wheel well 120. As a result, the thermal protection plate 203 of the illustrated example is significantly smaller than known thermal protection plates. For example, the thermal protection plate 203 has a surface area that is between about 10 percent and 80 percent (e.g., 50 percent) smaller than known thermal protection plates, thereby increasing aircraft efficiency and reducing manufacturing costs. In addition, because the thermal control system 102 reduces the heat or temperature effects on the primary structure 201 and / or other components (equipment) in the wheel well 120, the primary structure 201 and / or components can be made with a smaller diameter footprint (e.g., thickness) or less expensive material(s).

[0035] Figure 3 is a top view of the aircraft 100 of Figure 1. The thermal control system 102 of Figure 3 includes a first thermal control system 300a, a second thermal control system 300b, and a third thermal control system 300c. The first thermal control system 300a is associated with the first wheel well 120a and removes heat generated by the brakes 118 of the wheels 116 of the first landing gear 114a located in the first wheel well 120a (Figure 1). The second thermal control system 300b is associated with the second wheel well 120b and removes heat generated by the brakes 118 of the wheels 116 of the second landing gear 114b located in the second wheel well 120b (Figure 1). The third thermal control system 300c is associated with the third wheel well 120c and removes heat generated by the brakes 118 of the wheels 116 of the third landing gear 114c located in the third wheel well 120c (FIG. 1).

[0036] Each of the first, second and third thermal control systems 300a-c may be implemented by the thermal control system 102 of Figures 1 and 2A-2C. For example, the first thermal control system 300a includes a first passageway 302a between a first inlet 304a and a first outlet 306a. The first inlet 304a is positioned in fluid communication with the first wheel well 114a, and the first outlet 306a is in fluid communication with the atmosphere. In particular, the first outlet 306a is formed on the upper surface 112 of the first wing 106a of the aircraft 100. A pressure differential is created between the first inlet 304a and the first outlet 306a to exhaust or remove heat from the first wheel well 114a. In particular, the first outlet 306a is formed on the airfoil 104 at a location having a pressure (e.g., local pressure along a boundary line) less than the air pressure inside the first wheel well 114a. Thus, the pressure difference between the air pressure at the first inlet 304a and the air pressure at the first outlet 306a induces a fluid flow (e.g., suction or vacuum) to evacuate heat from the first wheel well 114a. In this manner, the fluid flow is generated by the pressure difference through the first passage 302a, forcing the air in the first wheel well 114a to flow towards the first outlet 306a and out of the first outlet 306a to the atmosphere. The first inlet 304a in FIG. 3 has a circular cross-sectional shape, and the first outlet 306a in FIG. 3 has a trapezoidal cross-sectional shape.

[0037] The second thermal control system 300b and the third thermal control system 300c are substantially similar to the first thermal control system 300a. For example, the second thermal control system 300b includes a second passage 302b between a second inlet 304b and a second outlet 306b. The second inlet 304b is positioned in fluid communication with the second wheel well 120b, and the second outlet 306b is in fluid communication with the atmosphere. In particular, the second outlet 306b is formed on the upper surface 112 of the second wing 106b of the aircraft 100. A pressure difference is created between the second inlet 304b and the second outlet 306b to exhaust or remove heat from the second wheel well 120b. In particular, the second outlet 306b is formed on the airfoil 104 at a location having a pressure (e.g., a local pressure along a boundary line) that is less than the air pressure inside the second wheel well 120b. Thus, the pressure difference between the air pressure at the second inlet 304b and the air pressure at the second outlet 306b induces a fluid flow (eg, suction or vacuum) to extract heat from the second wheel well 120b to the atmosphere.

[0038] Similarly, the third thermal control system 300c includes a third passage 302c between a third inlet 304c and a third outlet 306c. The third inlet 304c is positioned in fluid communication with the third wheel well 120c, and the third outlet 306c is in fluid communication with the atmosphere via the first outlet 306a and / or the second outlet 306b. For example, the third outlet 306c is fluidly connected to the first outlet 306a via the first auxiliary passage 308a and to the second outlet 306b via the second auxiliary passage 308b. A pressure differential is created between the third inlet 304c and the third outlet 306c to exhaust or remove heat from the third wheel well 120c. Thus, the pressure difference between the air pressure at the third inlet 304c and the air pressure at the third outlet 306c induces a fluid flow (e.g., suction or vacuum) to evacuate heat from the third wheel well 120c to the atmosphere (e.g., via the first outlet 306a and / or the second outlet 306b). The first thermal control system 300a, the second thermal control system 300b, and the third thermal control system 300c operate independently of each other. Although each of the wheel wells 120a-b includes a respective thermal control system 102a-b, in some examples, only the first wheel well 120a and the second wheel well 120b include a respective thermal control system 102a-b, and the third wheel well 120c does not include a thermal control system 102c.

[0039] 4A-4C show an exemplary thermal control system 400 disclosed herein. Those components of the thermal control system 400 of FIG. 4 that are substantially similar or identical to those of the thermal control system 102 described above and have substantially similar or identical functions to those of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 400 of FIG. 4 includes a ventilation system 400a having a fluid passage 202, an inlet 204, and an outlet 206.

[0040] Figure 4A is a perspective view of the wheel well 120 implemented with the thermal control system 400 of Figure 4. Figure 4B is a perspective view of the thermal control system 400 relative to the landing gear 114 when the landing gear 114 is in the retracted position 200. Figure 4C is a front view of the wheel well 120 of Figure 2A when the landing gear 114 is in the retracted position 200.

[0041] 4A-4C, the inlet 204 of the thermal control system 400 includes a first inlet 402 and a second inlet 404. The first inlet 402 and the second inlet 404 are fluidly coupled to the outlet 206 via the fluid passage 202. The first inlet 402 is defined by a first extension 406 (e.g., a first conduit) and the second inlet 404 is defined by a second extension 408 (e.g., a second conduit). For example, the first extension 406 and the second extension 408 are located or positioned at the periphery of the thermal protection plate 203. In particular, the first inlet 402 is oriented in a direction away from the orientation of the second inlet 404. The first inlet 402 is positioned adjacent (e.g., immediately adjacent and / or above) a first wheel 410 of the landing gear 114, and the second inlet 404 is positioned adjacent (e.g., immediately adjacent and / or above) a second wheel 412 of the landing gear 114. In particular, the first inlet 402 is positioned above a first brake 414 of the first wheel 410, and the second inlet 404 is positioned above a second brake 416 of the second wheel 412. For example, the first inlet 402 overlaps the first brake 414 such that the first inlet 402 extends inside the outer periphery of the first rim 418 of the first wheel 410, and the second inlet 404 overlaps the second brake 416 of the second wheel 412 such that the second inlet 404 extends inside the outer periphery of the second rim 420 of the second wheel 412. In this manner, when a pressure differential created through the fluid passageway 202 induces a fluid flow (e.g., suction or vacuum) from the first inlet 402 and the second inlet 404 to the outlet 206, heat generated by the first brake 414 is exhausted to the outlet 206 via the first inlet 402 and heat generated by the second brake 416 is exhausted to the outlet 206 via the second inlet 404. The first inlet 402 and / or first extension 406 and the second inlet 404 and / or second extension 408 merge with the fluid passageway 202 upstream from the outlet 206 (e.g., the main conduit). Thus, the first inlet 402 and the second inlet 404 are in fluid communication with the outlet 206.

[0042] 4A-4C includes a third wheel 424 aligned (e.g., vertically aligned) and positioned below the first wheel 410 and a fourth wheel 428 aligned (e.g., vertically aligned) and positioned below the second wheel 412. Heat generated by a third brake 422 of the third wheel 424 of the landing gear 114 and a fourth brake 426 of the fourth wheel 428 of the landing gear 114 are exhausted (e.g., upward) via the first inlet 402 and / or the second inlet 404. In some examples, thermal control system 400 may include a third inlet (e.g., via a third extension) positioned adjacent (e.g., immediately next to) the third brake 422 and / or the third wheel 424, and / or a fourth inlet (e.g., via a fourth extension) positioned adjacent (e.g., immediately next to) the fourth brake 426 and / or the fourth wheel 428.

[0043] FIG. 5 is a perspective view of another exemplary thermal control system 500 disclosed herein. Those components of the thermal control system 500 of FIG. 5 that are substantially similar or identical to the components of the thermal control system 102 and the thermal control system 400 described above and have substantially similar or identical functions to the functions of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 500 includes a ventilation system 500a including a fluid passage 202 that fluidly connects the inlet 204 (e.g., the first inlet 402 and the second inlet 404) to the outlet 206, and ventilates heat from the brakes 118 of the wheels 116 located in the wheel well 120 via the outlet 206.

[0044] In addition, the thermal control system 500 of FIG. 5 includes an isolation system 502. The isolation system 502 prevents or limits the flow of fluid between the inlets 204 (e.g., the first inlet 402 and the second inlet 404) and the outlet 206 when the temperature of the fluid (e.g., air) flowing through the fluid passage 202 does not exceed the operating temperature threshold (e.g., the first temperature threshold). In this manner, the flow of fluid through the fluid passage 202 to the outlet 206 may be reduced or prevented (e.g., blocked) when the temperature of the wheel well 120 does not exceed the operating temperature threshold. By preventing or reducing the flow of fluid through the outlet 206, drag that may be generated by the fluid exiting the outlet 206 is reduced. Thus, the thermal control system 500 operates between an activated state and a deactivated state. For example, the thermal control system 500 is activated when the temperature of the wheel well 120 exceeds the operating temperature threshold and is deactivated when the temperature of the wheel well 120 does not exceed the operating temperature threshold. In some examples, the actuation conditions regulate or modify fluid flow to reduce drag during operation.

[0045] The shutoff system 502 of FIG. 5 includes a fluid valve 504, a temperature sensor 506, and a controller 508. The fluid valve 504 may be a check valve, a shutoff valve, a control valve, and / or any other valve(s). The temperature sensor 506 may be a temperature probe and / or any other sensor for measuring the temperature of the fluid flowing through the fluid passage 202. The controller 508 of FIG. 5 is communicatively coupled to the fluid valve 504 and the temperature sensor 506. In addition, the controller 508 may be communicatively coupled to a position sensor 511 to detect the landing gear 114 in the retracted position 200. For example, the position sensor 511 may be a proximity sensor and / or any other sensor that determines when the landing gear 114 moves from the extended position 115 to the retracted position 200.

[0046] To operate the fluid valve 504 based on the temperature of the wheel well 120, the shutoff system 502 includes a controller 508. The controller 508 includes a temperature determiner 510, a landing gear position detector 512, a comparator 514, a device operator 516, and an output generator 518. The temperature determiner 510, the landing gear position detector 512, the comparator 514, the device operator 516, and the output generator 518 are communicatively coupled via a bus 519. Additionally, the controller 508 is communicatively coupled (e.g., via the bus 519) to a threshold database 520.

[0047] The controller 508 operates the fluid valve 504 between on / off positions to allow or prevent fluid flow through the fluid passageway 202 based on the temperature of the air measured by the temperature sensor 506. In some examples, the controller 508 operates the fluid valve 504 between various open positions (e.g., one or more positions between a fully open position and a fully closed position) and adjusts or modulates (e.g., increases or decreases) the flow of fluid through the passageway based on the measured temperature value detected by the temperature sensor 506.

[0048] The controller 508 determines when the landing gear 114 is in the retracted position 200. For example, the controller 508 may be configured to receive a signal (e.g., a binary signal) from a position sensor 511 (e.g., a proximity sensor, etc.) indicating that the landing gear 114 is in the retracted position 200. Alternatively, the controller 508 may detect one or more signals (e.g., a binary signal) from a position sensor (e.g., a proximity sensor) that detects the landing gear door 122 in the wheel well 120 in a closed position. In some examples, the controller 508 receives one or more signals from an engine controller, a full authority digital electronic controller (FADEC), and / or any other aircraft controller indicating that the landing gear 114 is in the retracted position 200 in the wheel well 120 and / or that the aircraft 100 is in flight.

[0049] In response to determining that the temperature of the wheel well 120 exceeds an operating temperature threshold (e.g., a first temperature threshold), the controller 508 moves the fluid valve 504 to the open position to allow fluid to flow between the inlet 204 and the outlet 206. In some examples, in response to determining that the landing gear 114 is in the retracted position 200, the controller 508 moves the fluid valve 504 to the open position to allow fluid to flow between the inlet 204 and the outlet 206. Alternatively, in response to determining that the landing gear door 122 of the wheel well 120 is in a closed position, the controller 508 may move the fluid valve 504 to the open position.

[0050] When the fluid valve 504 is in an open position, a pressure differential between the inlet 204 and the outlet 206 causes fluid to flow (e.g., ventilate) through the fluid passageway 202 from the inlet 204 to the outlet 206. For example, as described above, a pressure differential established within the fluid passageway 202 induces a flow of fluid (e.g., generates an airflow momentum) from the inlet 204 to the outlet 206. As the fluid flows through the fluid passageway 202 toward the outlet 206, the temperature sensor 506 detects or measures the temperature of the fluid (e.g., heated air). The temperature sensor 506 transmits one or more signals to the controller 508 that are representative of the measured temperature of the fluid flowing through the fluid passageway 202. Additionally or alternatively, the controller 508 may receive one or more signals from a temperature sensor 522 located in the wheel well 120. For example, the temperature sensor 522 measures the temperature of the air inside the wheel well 120 and / or adjacent to the wheels 116 of the landing gear 114.

[0051] In turn, the controller 508 controls (e.g., commands) operation of the fluid valve 504 based on a comparison of the measured temperature provided by the temperature sensor 506 and the operating temperature thresholds stored in the threshold database 520. For example, the controller 508 retrieves, receives, and / or obtains the operating temperature thresholds from a threshold database 520 communicatively coupled to the controller 508. The temperature determiner 510 compares the measured temperature value provided by the temperature sensor 506 with the operating temperature thresholds obtained from the threshold database 520 via a comparator 514. The temperature determiner 510 determines whether the measured temperature value exceeds the operating temperature threshold (e.g., does not exceed the temperature threshold). If the temperature determiner 510 determines that the measured temperature value from the temperature sensor 506 exceeds the operating temperature threshold, the device operator 516 commands the fluid valve 504 to move to an open position. If the temperature determiner 510 determines that the measured temperature value from the temperature sensor 506 does not exceed the operating temperature threshold, the device operator 516 commands the fluid valve 504 to move to a closed position. Alternatively, the temperature determiner 510 compares the measured temperature value from the temperature sensor 522 with the operating temperature threshold. Alternatively, the temperature determiner 510 determines an average measured temperature valve based on the measured temperature value provided by the temperature sensor 506 (e.g., the temperature of the fluid flowing through the fluid passage 202) and the measured temperature value provided by the temperature sensor 522 (e.g., the measured temperature value of the air inside the wheel well 120). In some examples, the controller 508 operates the fluid valve 504 based on the measured temperature value provided by the temperature sensor 522 in the wheel well 120. In some examples, the controller 508 adjusts the position of the fluid valve 504 between a fully open position and a fully closed position (e.g., a midpoint position) to adjust (e.g., increase, decrease, modulate, etc.) the flow rate of the fluid through the fluid passage 202. The controller 508 can be a dedicated controller for the shutoff system 502. Alternatively, controller 508 may be an electronic engine controller and / or other controller system(s) of aircraft 100 (e.g., a full authority digital electronic controller (FADEC)).

[0052] Although Figure 5 illustrates an example manner of implementing the controller 508 of Figure 5, one or more of the elements, processes, and / or devices illustrated in Figure 5 may be combined, divided, rearranged, omitted, and / or implemented in another manner. Additionally, the example temperature determiner 510, the example landing gear position detector 512, the example comparator 514, the example device operator 516, the example output generator 518, and / or, more generally, the example controller 508 of Figure 5 may be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, any of the example temperature determiner 510, the example landing gear position detector 512, the example comparator 514, the example device operator 516, and the example output generator 518, and / or, more generally, the example controller 508, could be implemented by one or more analog or digital circuit(s), logic circuits, programmable processor(s), programmable controller(s), graphic processing unit(s) (GPUs), digital signal processor(s) (DSPs), application specific integrated circuit(s) (ASICs), programmable logic device(s) (PLDs), and / or field programmable logic device(s) (FPLDs). If the apparatus or system claims of this patent document are interpreted to encompass purely software and / or firmware implementations, at least one of the example temperature determiner 510, the example landing gear position detector 512, the example comparator 514, the example device operator 516, and the example output generator 518 are expressly defined herein to include a non-transitory computer readable storage device or storage disk, such as a memory, a digital versatile disk (DVD), a compact disk (CD), a Blu-ray disk, or the like, that contains such software and / or firmware.Further still, the example controller 508 of Figure 5 may include one or more elements, processes, and / or devices instead of or in addition to those shown in Figure 5, and / or may include more than one of any or all of the illustrated elements, processes, and devices. As used herein, "in communication," including variations thereof, includes direct communication and / or indirect communication via one or more intermediate components and does not require direct physical (e.g., wired) communication and / or constant communication, but rather further includes selective communication at periodic intervals, scheduled intervals, aperiodic intervals, and / or one-time events.

[0053] FIG. 6 is a perspective view of another exemplary thermal control system 600 disclosed herein. Those components of the thermal control system 600 of FIG. 6 that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400, and the thermal control system 102 described above and have substantially similar or identical functions to the functions of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 600 includes a ventilation system 600a and a brake overheat detection system 602. The ventilation system 600a includes a fluid passage 202 that fluidly connects the inlet 204 (e.g., the first inlet 402 and the second inlet 404) to the outlet 206, and ventilates heat from the brakes 118 of the wheels 116 located in the wheel well 120 via the outlet 206.

[0054] The thermal control system 600 of FIG. 6 includes a brake overheat detection system 602. The brake overheat detection system 602 monitors the temperature of the wheel brakes 118 (e.g., first brake 414 and second brake 416) to determine a brake overheat condition. To monitor the temperature of the brakes, the thermal control system 600 of FIG. 6 includes a first brake sensor 604 and a second brake sensor 606. The first brake sensor 604 is coupled to the first extension 406 and the second brake sensor 606 is coupled to the second extension 408. The first brake sensor 604 measures the temperature of the fluid entering the first inlet 402 and the second brake sensor 606 measures the temperature of the fluid entering the second inlet 404. Thus, the first brake sensor 604 and / or the second brake sensor 606 may be a temperature probe and / or any other sensor for measuring the temperature of the fluid (e.g., air) flowing through the first inlet 402 and / or the second inlet 404. In some examples, the brake overheat detection system 602 includes a single brake sensor positioned downstream from the inlet 204 (e.g., the first inlet 402 and the second inlet 404). In some examples, the brake overheat detection system 602 includes a single brake sensor, such as the example thermal control system 102 of FIGS. 2A-2C. In some examples, the brake overheat detection system 602 may be provided in conjunction with the shutdown system 502 of FIG. 5. When implemented with the shutdown system 502 of FIG. 5, the temperature sensor 506 may be located downstream from the first brake sensor 604 and the second brake sensor 606.

[0055] To monitor the temperature of the brakes 118 of the wheels 116, the brake overheat detection system 602 includes a controller 508. The controller 508 receives a first measured temperature value from the first brake sensor 604 and a second measured temperature value from the second brake sensor 606. The controller 508 compares the first measured temperature value from the first brake sensor 604 to a brake temperature threshold value (e.g., a second temperature threshold value) obtained from a threshold database 520 via a comparator 514. For example, the brake temperature threshold value may be between approximately 200° F. and 400° F. Similarly, the controller 508 compares the second measured temperature value from the second brake sensor 606 to the brake temperature threshold value via the comparator 514. The controller 508 determines, via a temperature determiner 510, whether the first measured temperature value or the second measured temperature value exceeds (e.g., does not exceed) the brake temperature threshold value.

[0056] In response to determining that at least one of the first brake temperature value or the second brake temperature value exceeds the brake temperature threshold value, the controller 508, via the device operator 516, moves the fluid valve 504 to a closed position to prevent fluid flow through the fluid passage 202. In some examples, the controller 508, via the output generator 518, sends a signal to activate an alert at a cockpit panel (e.g., a flight deck) located in the fuselage 108 of the aircraft 100 ( FIG. 1 ). A crew member flying the aircraft 100 may actuate (e.g., manually actuate) the landing gear 114 to the deployed position 115. Alternatively, the controller 508, via the device operator 516 or the output generator 518, may move (e.g., automatically without crew input) the landing gear 114 to the deployed position 115.

[0057] In some examples, the first brake sensor 604 and the second brake sensor 606 may be used to actuate the fluid valve 504. For example, temperature measurements from the first brake sensor 604 and / or the second brake sensor 606 may be used to determine whether the temperature of the air in the fluid path 202 exceeds an operating temperature threshold (e.g., a first temperature threshold). Thus, the controller 508 may move the fluid valve 504 to a closed position in response to a determination that the measured temperature value does not exceed the operating temperature threshold, and may move the fluid valve 504 to and maintain it in an open position in response to a determination that the measured temperature value exceeds the temperature threshold and does not exceed the brake temperature threshold. In short, the thermal control system 700 does not require the temperature sensor 506 of FIG. 5 to control the fluid valve 504 during normal operating conditions (i.e., when the temperature of the air in the fluid path 202 does not exceed the brake temperature threshold). In some such examples, the thermal control system 600 may operate between a sniffer mode when the controller 508 detects that the measured air temperature does not exceed an operating temperature threshold (e.g., a first threshold) and a ventilation mode when the controller 508 determines that the measured air temperature exceeds the operating threshold and does not exceed a brake temperature threshold (e.g., a second threshold). In the sniffer mode, the controller 508 opens the fluid valve 504 between 1 percent and 15 percent of a fully open position. In the ventilation mode, the controller 508 moves the fluid valve 504 to an open position between 20 percent and 100 percent of a fully open position. As a result, the thermal control system 600 may optimize drag by reducing the flow of fluid through the fluid passage 202 when a ventilation condition (e.g., a high temperature condition exceeding an operating temperature threshold) is not required.

[0058] FIG. 7 is a perspective view of another exemplary thermal control system 700 disclosed herein. Those components of the thermal control system 700 of FIG. 7 that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400, and the thermal control system 102 described above and have substantially similar or identical functions to the functions of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 700 includes a ventilation system 700a including a fluid passage 202 that fluidly connects the inlet 204 (e.g., the first inlet 402 and the second inlet 404) to the outlet 206, and ventilates heat from the brakes 118 of the wheels 116 located in the wheel well 120 via the outlet 206.

[0059] In addition, the thermal control system 700 of FIG. 7 includes a fire detection system 702. The fire detection system 702 monitors the temperature of the fluid flowing through the fluid path 202 to detect a fire condition. To monitor for a fire condition, the thermal control system 700 of FIG. 7 includes a fire sensor 704 and a controller 508. The fire sensor 704 is coupled to the fluid path 202 and measures the temperature of the fluid flowing through (i.e., inside) the fluid path 202. In some examples, the fire detection system 702 may be provided in conjunction with the brake overheat detection system 602 of FIG. 6 and / or the shutoff system 502 of FIG. 5. When implemented with the brake overheat detection system 602 of FIG. 6 and the shutoff system 502 of FIG. 5, the fire sensor 704 may be located upstream from the temperature sensor 506 of FIG. 5 and downstream from the first brake sensor 604 and the second brake sensor 606.

[0060] The controller 508 receives the measured temperature value from the fire sensor 704 and compares the measured temperature value to a fire temperature threshold (e.g., a third threshold) retrieved from the threshold database 520 via the comparator 514. The controller 508 determines whether the measured temperature value exceeds a fire temperature threshold (e.g., a fire temperature threshold) via the temperature determiner 510. In response to determining that the measured temperature value exceeds the fire temperature threshold, the controller 508 sends a signal via the output generator 518 to activate an alert at a cockpit panel. A crew member piloting the aircraft 100 may actuate (e.g., manually actuate) the landing gear 114 to the deployed position 115. Alternatively, the controller 508 may move the landing gear 114 to the deployed position 115 via the output generator 518. In some examples, the controller 508 moves the fluid valve 504 (e.g., a shutoff valve) to a closed position to prevent fluid flow through the fluid passage 202 via the output generator 518.

[0061] In some examples, the fire sensor 704 may be used to operate the fluid valve 504. For example, temperature measurements from the fire sensor 704 may be used to determine whether the temperature of the air in the fluid path 202 exceeds an operating temperature threshold (e.g., a first temperature threshold). Thus, the controller 508 may move the fluid valve 504 to a closed position in response to a determination that the measured temperature value does not exceed the operating temperature threshold, and may move the fluid valve 504 to and maintain it in an open position in response to a determination that the measured temperature value exceeds the temperature threshold and does not exceed the fire temperature threshold. In short, the thermal control system 700 does not require the temperature sensor 506 of FIG. 5 to control the fluid valve 504 during normal operating conditions (i.e., when the temperature of the air in the fluid path 202 does not exceed the fire temperature threshold). In some such examples, the thermal control system 700 may operate between a sniffer mode when the controller 508 detects that the measured air temperature does not exceed an operational temperature threshold (e.g., a first threshold) and a ventilation mode when the controller 508 determines that the measured air temperature exceeds the operational threshold and does not exceed a fire temperature threshold (e.g., a third threshold). In the sniffer mode, the controller 508 opens the fluid valve 504 between 1 percent and 15 percent of a fully open position. In the ventilation mode, the controller 508 moves the fluid valve 504 to an open position between 20 percent and 100 percent of a fully open position. As a result, the thermal control system 700 may optimize drag by reducing the flow of fluid through the fluid passage 202 when a ventilation condition (e.g., a high temperature condition exceeding an operational temperature threshold) is not required.

[0062] FIG. 8 is a perspective view of another exemplary thermal control system 800 disclosed herein. Those components of the thermal control system 800 of FIG. 8 that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400, and the thermal control system 102 described above and have substantially similar or identical functions to the functions of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 800 includes a ventilation system 800a including a fluid passage 202 that fluidly connects an inlet 204 (e.g., a first inlet 402 and a second inlet 404) and an outlet 802.

[0063] To create a pressure differential in the fluid passage 202 and induce a flow of fluid from the inlet 204 towards the outlet 802, the thermal control system 800 of FIG. 8 includes a flow generator 804. For example, the flow generator 804 creates a suction or vacuum to ventilate or remove heat from the brakes 118 of the wheels 116 located in the wheel well 120 via the outlet 802. The flow generator 804 is positioned in line with the fluid passage 202 downstream from the inlet 204 and upstream from the outlet 802. The flow generator 804 of FIG. 8 can be a blower, pump, fan, aspirator and / or any device for drawing fluid from the inlet 204 and ventilating heat from the brakes 118 through the fluid passage 202 to the outlet 802 (i.e., ventilating air from the wheel well 120). Additionally, the outlet 802 can be positioned at any desired location. For example, unlike the outlets 206 of the thermal control system 102, the pressure differential through the fluid passage 202 is not dependent on the location of the outlets 802 adjacent to a low pressure area. For example, the outlets 802 may be located on the underside 110 ( FIG. 1 ) of the airfoil 104 ( FIG. 1 ) and / or inside the airfoil 104 and / or fuselage 108 (e.g., a compartment, aircraft system, etc.), anywhere outside the airfoil 104 and / or fuselage 108, and / or anywhere else. In some examples, the thermal control system 800 may include the shutoff system 502 of FIG. 5 , the brake overheat detection system 602 of FIG. 6 , and / or the fire detection system 702 of FIG. 7 . In some examples, the outlets 802 may be routed to a cavity in the first wing 106 a or the second wing 106 b and / or to other systems of the aircraft that require heated air.

[0064] The controller 508, via the device operator 516, may control the operation of the flow generator 804 (e.g., on / off operation, speed, etc.), activate or deactivate the thermal control system 800, and / or change or adjust (e.g., increase, decrease) the fluid velocity through the fluid passage 202. The thermal control system 800 may receive one or more signals from a position sensor (e.g., position sensors 511 and / or 522 of FIG. 5) and / or a temperature sensor (e.g., temperature sensor 506 of FIG. 5, first brake sensor 604 and second brake sensor 606 of FIG. 6, fire sensor 704 of FIG. 7, etc.) to control the operation of the flow generator 804 and activate or deactivate the thermal control system 800. For example, the controller 508 may activate the flow generator 804, cause airflow through the fluid passage 202 to ventilate the wheel well 120 or deactivate the flow generator 804, prevent airflow through the fluid passage 202, and prevent fluid flow to the outlet 802. The controller 508 activates and deactivates the thermal control system 800 based on the temperature of the fluid flowing through the fluid passage 202 and / or the temperature of the wheel well 120 as described in conjunction with FIG.

[0065] 9 is a perspective view of another exemplary thermal control system 900 disclosed herein. Those components of the thermal control system 900 of FIG. 9 that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400, and the thermal control system 102 described above and have substantially similar or identical functions to those of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures. For example, the thermal control system 900 includes a ventilation system 900a including a fluid passage 202 that fluidly connects the inlet 204 (e.g., the first inlet 402 and the second inlet 404) and the outlet 802.

[0066] To generate a pressure differential in the fluid path 202 and induce a flow of fluid from the inlet 204 toward the outlet 802, the thermal control system 900 of FIG. 9 includes a flow generator 902. For example, the flow generator 902 generates a suction or vacuum to ventilate or remove heat from the brakes 118 of the wheels 116 located in the wheel well 120 via the outlet 802. The flow generator 902 of FIG. 9 is an eductor 904 that provides a high pressure fluid 906 to the fluid path 202 of the thermal control system 900. For example, the high pressure fluid 906 is high pressure bleed air. The flow generator 902 includes an inlet 910 (e.g., an eductor inlet) for receiving the high pressure fluid 906 and supplying (e.g., injecting) high pressure bleed air from an engine aircraft compressor (e.g., high pressure compressor, low pressure compressor, etc.) of the fluid path 202 downstream from the inlet 204 and upstream from the outlet 802. The momentum of the high pressure bleed air flowing through the fluid passage 202 via the inlet 910 creates a vacuum or suction at the inlet 204 of the fluid passage 202, ventilating heat (e.g., air) through the fluid passage 202 from the brakes 118 of the wheels 116 of the wheel well 120 to the outlet 802. In other examples, the high pressure fluid 906 may be provided by a compressor and / or any other system of the aircraft 100. In some examples, the thermal control system 900 may include the shutoff system 502 of FIG. 5, the brake overheat detection system 602 of FIG. 6, and the fire detection system 702 of FIG. 7.

[0067] The controller 508, via the device operator 516, controls the fluid valves 908 (e.g., fluid valves, shutoff valves, etc.) to activate or deactivate the thermal control system 900. For example, the controller 508 commands or causes the fluid valves 908 to move between an open position, which allows high pressure fluid 906 to flow through the fluid path 202 and activate the thermal control system 900, and a closed position, which prevents the high pressure fluid 906 from flowing to the fluid path 202 and deactivates the thermal control system 900. For example, the thermal control system 900 may receive one or more signals from a position sensor (e.g., position sensors 511 and / or 522 of FIG. 5 ) and / or a temperature sensor (e.g., temperature sensor 506 of FIG. 5 , first brake sensor 604 and second brake sensor 606 of FIG. 6 , fire sensor 704 of FIG. 7 , etc.) to control the operation of the fluid valves 908 to activate or deactivate the thermal control system 900. The controller 508 activates and deactivates the thermal control system 900 based on the temperature of the fluid flowing through the fluid passages 202 described in conjunction with FIG. 5 and / or the temperature of the wheel well 120 .

[0068] 10A-10C show another exemplary thermal control system 1000 disclosed herein. Those components of the thermal control system 1000 of FIG. 10A-10C that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400 and the thermal control system 102 described above and have substantially similar or identical functions to those of these components will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures.

[0069] Figure 10A is a perspective view of the thermal control system 1000 in the wheel well 120 when the landing gear 114 is in the extended position 115 (Figure 1). Figure 10B is a front perspective view of the wheel well 120 of Figure 10A when the landing gear 114 is in the retracted position 200. Figure 10C is a perspective view of the thermal control system 1000 and the landing gear 114.

[0070] The thermal control system 1000 of Figures 10A-10C combines a ventilation system 1002 to reduce convective heat transfer to the primary structure 201 and / or components in the wheel well 120 and a heat shielding system 1004, and reduces radiative heat transfer to the primary structure 201 and / or components in the wheel well 120. For example, the ventilation system 1002 of Figures 10A-10C includes a fluid passageway 202 for ventilating or evacuating heat from the brakes 118 of the wheels 116 of the wheel well 120, and a first diffuser 1006 and a second diffuser 1008 for blocking or reducing radiative heat transfer from the brakes 118 of the wheels 116. The first diffuser 1006 and the second diffuser 1008 allow the thermal protection plate 203 to be eliminated, thereby reducing the weight of the aircraft and increasing the efficiency of the aircraft. However, in some examples, a thermal protection plate (e.g., the thermal protection plate 203) may be provided with the thermal control system 1000.

[0071] The fluid passage 202 fluidly connects the inlet 1010 and the outlet 206. The inlet 1010 includes a first inlet 1010a provided by the first extension 406 and a second inlet 1010b provided by the second extension 408. The first diffuser 1006 is coupled to the first inlet 1010a (e.g., the first extension 406) and the second diffuser 1008 is coupled to the second inlet 1010b (e.g., the second extension 408). The first diffuser 1006 has a first dome-shaped body 1006a (e.g., a hemisphere) and the second diffuser 1008 has a second dome-shaped body 1008a (e.g., a hemisphere). For example, the first diffuser 1006 and the second diffuser 1008 each have an arcuate shape (e.g., disk-shaped) with a convex profile oriented in a direction away from the wheels 116. For example, the first dome-shaped body 1006a defines a first cavity 1006b having a first volume, and the second dome-shaped body 1008a defines a second cavity 1008b having a second volume. The first diffuser 1006 is substantially similar (e.g., identical) to the second diffuser 1008. However, in some examples, the first diffuser 1006 can be configured to define a first volume that is different from the volume of the second diffuser 1008 (e.g., on the order of 10-20% larger or smaller than the volume of the second diffuser 1008).

[0072] The first diffuser 1006 has a first opening 1006c for receiving the first inlet 1010a, and the second diffuser 1008 has a second opening 1008c for receiving the second inlet 1010b. The first inlet 1010a and the second inlet 1010b are substantially similar to the first inlet 402 and the second inlet 404, respectively, of the thermal control system 400 of Figures 4A-C. However, each of the first inlet 1010a and the second inlet 1010b of the thermal control system 1000 has a contour or shape (e.g., elliptical or arcuate) that complements the shape of the first dome-shaped body 1006a and the second dome-shaped body 1008a, respectively. In short, the first inlet 1010a has a shape or profile that substantially matches the contour of the first dome-shaped body 1006a of the first diffuser 1006, and the second inlet 1010b has a shape or profile that substantially matches the contour of the second dome-shaped body 1008a of the second diffuser 1008. In this way, heat or air in the first cavity 1006b defined by the first dome-shaped body 1006a of the first diffuser 1006 does not leak from the first cavity 1006b to the outside of the first dome-shaped body 1006a through the first opening 1006c, and / or heat or air in the second cavity 1008b of the second dome-shaped body 1008a of the second diffuser 1008 does not leak from the second cavity 1008b to the outside of the second dome-shaped body 1008a through the second opening 1008c. Thus, the first and second inlets 1010a, 1010b each form an arcuate and / or elliptical opening. The first inlet 1010a is in fluid communication with a first cavity 1006b of the first diffuser 1006 (e.g., an inner surface of the first diffuser 1006), and the second inlet 1010b is in fluid communication with a second cavity 1008b of the second diffuser 1008 (e.g., an inner surface of the second diffuser 1008). In some examples, a first seal (e.g., a rubber or metal material) may be provided around the first opening 1006c and a second seal (e.g., a rubber or metal material) may be provided around the second opening 1008c to prevent leakage through the first and second openings 1006c, 1008c of the first and second diffusers 1006, 1008, respectively.In some examples, the first diffuser 1006 may be integrally formed with the first inlet 1010a and / or the first inlet extension 406 as a unitary structure. Similarly, in some examples, the second diffuser 1008 may be integrally formed with the second inlet 1010b and / or the second inlet extension 408 as a unitary structure. The first and second diffusers 1006, 1008 may be constructed of aluminum, titanium, and / or any other material(s) or alloy(s) that prevent or reduce radiative heat transfer. For example, the first and second diffusers 1006, 1008 may be made from the same material as the thermal protection plate 203.

[0073] 10B , when the landing gear 114 is in the retracted position 200, the first diffuser 1006 is positioned over the first rim 418 of the first wheel 410 and the second diffuser 1008 is positioned over the second rim 420 of the second wheel 412. In particular, the first diffuser 1006 has a size or shape (e.g., diameter, perimeter profile) that is substantially similar to (e.g., matches or within 10 percent of) the size or shape (e.g., diameter, perimeter profile) of the first rim 418, and the second diffuser 1008 has a size or shape (e.g., diameter, perimeter profile) that is substantially similar to (e.g., matches or within 10 percent of) the size or shape (e.g., diameter, perimeter profile) of the second rim 420. Thus, the first diffuser 1006 is positioned above and / or above the first rim 418 (e.g., suspended above the first rim 418), and the second diffuser 1008 is positioned above and / or above the second rim 420 (e.g., suspended above the second rim 420). In addition, a first gap 1012 is formed between a circumferential edge 1014 of the first diffuser 1006 and the first rim 418. A second gap 1016 is formed between a circumferential edge 1018 of the second diffuser 1008 and the second rim 420. In short, when the landing gear 114 is in the retracted position 200, the first diffuser 1006 does not directly engage or contact the first rim 418, and the second diffuser 1008 does not directly engage or contact the second rim 420. The first gap 1012 and / or the second gap 1016 can be between about 1 inch and 12 inches. In some examples, the first diffuser 1006 and / or the second diffuser 1008 can have a rectangular, square, and / or any other shape. In some examples, the first diffuser 1006 and the second diffuser 1008 can be configured as a unitary structure defining a dome or cavity that extends across (e.g., surrounds or encloses) the first rim 418 and the second rim 420 (e.g., an elongated, dome-shaped structure).

[0074] The fluid pathway 202 operates substantially similarly (e.g., identically) to the fluid pathways 202 described in conjunction with the thermal control systems 102, 400, 500, 600, 700, 800, and / or 900 above. In some examples, the thermal insulation system 1004 (e.g., the first and second diffusers 1006, 1008) may be implemented in any of the example thermal control systems 102, 400, 500, 600, 700, 800, and / or 900 above.

[0075] During operation, the first and second diffusers 1006, 1008 collect or trap heated air rising from the wheels 116 within the first and second cavities 1006b, 1008b, respectively, and block or limit the transfer of radiant heat from the brakes 118 of the wheels 116 to other components within the primary structure 201 and / or wheel well 120. Additionally, the fluid passageway 202 removes or ventilates heated air from the first and second cavities 1006b, 1008b of the first and second diffusers 1006, 1008 as well as the interior of the wheel well 120. In some examples, the suction provided by the fluid passages 202 at the first inlet 1010a and the second inlet 1010b, respectively, causes heat rising from the third brake 422 of the third wheel 424 and / or the fourth brake 426 of the fourth wheel 428 to flow through the first gap 1012 and into the first cavity 1006b of the first diffuser 1006 and / or through the second gap 1016 and into the second cavity 1008b of the second diffuser 1008. The thermal control system 1000 of Figures 10A-10C reduces heat transfer by convention (e.g., via the fluid passages 202) and by radiation (e.g., via the diffusers).

[0076] 11A-B show another exemplary thermal control system 1100 disclosed herein. Those components of the thermal control system 1100 of FIG. 11A-11B that are substantially similar or identical to the components of the thermal control system 500, the thermal control system 400 and the thermal control system 102 described above, and have substantially similar or identical functions to those of these components, will not be described in detail again below. Instead, the interested reader is referred to the corresponding descriptions above. To facilitate this process, similar reference numbers will be utilized for similar structures.

[0077] Figure 11A is a perspective view of the thermal control system 1100 in the wheel well 120 with the landing gear 114 in the extended position 115. Figure 11B is a perspective view of the wheel well 120 of Figure 11A with the landing gear 114 in the retracted position 200.

[0078] The thermal control system 1100 combines a ventilation system 1102 to reduce convective heat transfer to the primary structure 201 and / or components in the wheel well 120 and a heat shielding system 1104 to reduce radiative heat transfer to the primary structure 201 and / or components in the wheel well 120. For example, the ventilation system 1102 includes a fluid passageway 202 having an inlet 204 and an outlet 206 in fluid communication with the wheel well 120 to ventilate or evacuate heat from the brakes 118 of the wheels 116 of the wheel well 120, and the heat shielding system 1104 includes a diffuser 1106 to block or reduce radiation from the brakes 118 of the wheels 116. The diffuser 1106 includes a thermal protection plate 1108 and an extension 1110 (e.g., a wall or lip). The thermal protection plate 1108 is attached to the primary structure 201 and positioned in alignment with the wheels 116 of the landing gear 114 when the landing gear 114 is in the retracted position 200. The thermal protection plate 1108 in FIGS. 11A-11B is a rectangular plate. However, in other examples, the thermal protection plate 1108 may have a circular, square, and / or any other suitable shape. The extension 1110 surrounds the outer perimeter edge of the thermal protection plate 1108. In some examples, the extension 1110 at least partially surrounds the perimeter or the outer perimeter edge of the thermal protection plate 1108. The extension 1110 protrudes away from the thermal protection plate 1108 in a direction toward the wheels 116. In this manner, the diffuser 1106 provided by the thermal protection plate 1108 and the extension 1110 defines a cavity 1112 (e.g., a volume) that collects heated air from the wheels 116 when the wheels 116 are positioned adjacent to the diffuser 1106 (e.g., when the landing gear 114 is in the retracted position 200). The thermal protection plate 1108 and the extension 1110 may be constructed of aluminum, titanium, and / or any other suitable material(s). In addition, the extension 1110 limits or reduces heat from leaking past the peripheral edge of the thermal protection plate 1108 and rising toward the primary structure 201. In addition, the ventilation system 1102 exhausts or ventilates heat from the cavity 1112 of the diffuser 1106. In essence, the cavity 1112 collects the hot air plume, and the fluid passages 202 extract the hot air from the cavity 1112.Thus, the thermal control system 1100 reduces convective and radiative heat transfer to other components or equipment located within the primary structure 201 and / or wheel well 120. As a result, the size (e.g., area, dimensional envelope, etc.) of the thermal protection plate 1108 may be smaller than known thermal protection plates, thereby reducing the weight and increasing the efficiency of the aircraft. In some examples, the ventilation system 1102 of FIGS. 11A-11B may include a second passageway (e.g., similar or identical to the fluid passageway 202) located at an end of the thermal protection plate 1108 opposite the fluid passageway 202.

[0079] 12A-12B illustrate an example wheel 1200 of a landing gear 1201 disclosed herein that may implement the landing gear 114 of FIG. 1. The wheel 1200 includes a chin ring 1202 and a chin ring extension 1204 (e.g., a heat shield) coupled to a rim 1206 of the wheel 1200. In particular, an inner side 1208 of the wheel 1200 shown in FIG. 12A includes the chin ring 1202 and the chin ring extension 1204. An outer side 1209 of the wheel 1200 opposite the inner side 1208 does not include the chin ring extension 1204. The chin ring 1202 is coupled to the rim 1206 and extends away from a brake 1210 of the wheel 1200. For example, the chin ring 1202 has a height 1212 between a top surface 1214 (e.g., an outer peripheral edge) of the rim 1206 and a top surface 1216 (e.g., an outer peripheral edge) of the chin ring 1202. In some examples, the height 1212 is between about 3 inches and 6 inches. In particular, the top surface 1216 of the chin ring 1202 is slightly above (e.g., between 1 inch and 3 inches) the outermost surface 1218 of the brake 1210. Thus, the top surface 1216 of the chin ring 1202 extends above or through the outermost surface 1218 of the brake 1210. The chin ring extension 1204 is coupled to the chin ring 1202 and extends away from the top surface 1216 of the chin ring 1202. The extension ring 1204 has a height 1220 between a top surface 1222 of the chin ring extension 1204 and a top surface 1214 of the rim 1206. In some examples, the height 1220 is between about 6 inches and 12 inches. Thus, the upper surface 1222 of the chin ring extension 1204 is above the outermost surface 1218 of the brake 1210 by a distance (e.g., between 3 inches and 9 inches) that is greater than the distance between the upper surface 1216 of the chin ring 1202 and the outermost surface 1218 of the brake 1210. The landing gear 1201 includes wheels 1200, 1230 supported by a first axle 1226, and includes wheels 1231 and 1233 supported by a second axle. In some examples, the landing gear 1201 may be implemented without including wheels 1231 and 1233.

[0080] The chin ring 1202 is coupled or attached to the rim 1206, and the chin ring extension 1204 is coupled or attached to the rim 1206. For example, the chin ring 1202 is coupled to the rim 1206 via fasteners (e.g., bolts, welding, etc.). Similarly, the chin ring 1202 is coupled to the rim 1206 via fasteners (e.g., bolts, welding, etc.). In some examples, the chin ring 1202 and the chin ring extension 1204 are a unitary structure (e.g., a one-piece structure). In some examples, the chin ring 1202, the chin ring extension 1204, and the rim 1206 form a unitary structure (e.g., a one-piece structure). The landing gear 1201 includes a wheel 1230 that is substantially similar (e.g., a mirror image) to the wheel 1200.

[0081] 12B is a top view of the landing gear 1201 of FIG. 12A. In this example, the inner side 1208 of the wheel 1200 includes the chin ring 1202 and the chin ring extension 1204. Similarly, as described above, the inner side 1208 of the wheel 1230 includes the chin ring 1202 and the chin ring extension 1204. In some examples, the outer side 1209 of the wheel 1200 and / or the wheel 1230 may include the chin ring 1202 and / or the chin ring extension 1204. In some examples, only the wheel 1200 includes the chin ring 1202 and the chin ring extension 1204.

[0082] During operation, the chin ring 1202 blocks or blocks radiation from the brake 1210 from impacting (e.g., impacting) the tire 1232 of the wheel 1200 and the tire 1234 of the wheel 1230. For example, the chin ring 1202 of the wheel 1200 and the chin ring 1202 of the wheel 1230 provide a radiation profile 1236 (e.g., a radial line of sight) that is represented by the dashed line in FIG. 12B. For example, the chin ring 1202 of the wheel 1200 and the chin ring 1202 of the wheel 1230 provide the radiation profile 1236 in a direction away from the tire 1232 of the wheel 1200 and the tire 1234 of the wheel 1230.

[0083] However, the radial profile 1236 provided by the chin ring 1202 of the wheel 1200 (i.e., without the chin ring extension 1204 of the wheel 1200) and the chin ring 1202 of the wheel 1230 (i.e., without the chin ring extension 1204 of the wheel 1230) form an overlapping radial profile 1236 at a distance from the wheels 1200, 1230 that may affect the surrounding structure 1248 of the aircraft 100. In particular, the radial profile 1236a from the brake 1210 of the wheel 1200 overlaps with the radial profile 1236b of the brake 1210 of the wheel 1230. The overlapping radial profiles 1236 may generate significant heat (e.g., hot spots) and affect the surrounding structure 1248 of the aircraft 100 (e.g., primary structure). Some example aircraft use thermal protection plates (e.g., heat shields) along surrounding structures 1248 affected by overlapping radiation profiles 1236 to block radiation of the overlapping radiation profiles 1236. However, the thermal protection plates increase manufacturing costs, add weight to the aircraft, and reduce aircraft efficiency.

[0084] The chin ring extension 1204 changes or modifies the radial profile 1250 (e.g., radial line of sight) of the brake 1210 of the wheel 1200 and the brake 1210 of the wheel 1230. In particular, the chin ring extension 1204 prevents the radial profiles 1250 from overlapping. For example, the chin ring extension 1204 prevents or reduces the overlapping radial profiles 1250 that may be formed without the chin ring extension 1204 of the wheel 1200 and the chin ring extension 1204 of the wheel 1230. In short, the chin ring extension 1204 of the wheel 1200 directs the heat source from the brake 1210 of the wheel 1200 in the radiation profile 1250a, and the chin ring extension 1204 of the wheel 1230 directs the heat source from the brake 1210 of the wheel 1230 in the radiation profile 1250b that does not overlap the radiation profile 1250a (e.g., at the surrounding structure 1248 of the aircraft 100). Thus, the chin ring extension 1204 does not have overlapping radiation profiles that may occur when the wheels 1200, 1230 are implemented using the chin ring 1202 and not the chin ring extension 1204. As a result, the aircraft 100 does not require a thermal protection plate on the surrounding structure 1248, thereby reducing manufacturing costs and increasing efficiency. In some examples, the chin ring extension 1204 allows the use of a smaller size thermal protection plate on the surrounding structure 1248, thereby reducing manufacturing costs and increasing efficiency.

[0085] Flowcharts illustrating exemplary methods 1300-1600 for implementing the controller 508 of FIGS. 5-9 are shown in FIGS. 13-16. The flow charts represent hardware logic, machine-readable instructions, hardware-implemented state machines, and / or any combination for implementing the controller 508 of FIGS. 5-9. The machine-readable instructions may be one or more programs or portions of such programs executable for execution by a computer processor, such as the processor 1712 shown in the exemplary processor platform 1700 discussed in connection with FIG. 17 below. The programs may be embodied in software stored on a non-transitory computer-readable storage medium, such as a CD-ROM, floppy disk, hard drive, DVD, Blu-ray disk, or memory associated with the processor 1712, although alternatively, the entire program and / or portions thereof could be executed by a device other than the processor 1712 and / or embedded in firmware or dedicated hardware. Additionally, although the exemplary programs are described with reference to the flow charts shown in FIGS. 13-16, any other method of implementing the exemplary controller 508 may alternatively be used. For example, the order of execution of the blocks may be changed, and / or some of the described blocks may be changed, eliminated, or combined. Alternatively, or in addition, any or all of the above blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational-amplifiers (op-amps), logic circuits, etc.) configured to perform the corresponding operations without executing software or firmware.

[0086] The machine-readable instructions described herein may be stored in one or more of a compressed, encrypted, fragmented, packaged, etc. format. The machine-readable instructions described herein may be stored as data (e.g., portions of instructions, code, representations of code, etc.) that may be utilized to create, manufacture, and / or generate machine-executable instructions. For example, the machine-readable instructions may be fragmented and stored in one or more storage devices and / or computing devices (e.g., servers). The machine-readable instructions may require one or more of installing, modifying, adapting, updating, combining, supplementing, configuring, decrypting, restoring, decompressing, distributing, reallocating, etc. to make them directly readable and / or executable by the computing device and / or other machines. For example, the machine-readable instructions may be stored in multiple portions and separately compressed, encrypted, and stored in separate computing devices. The portions, when decrypted, restoring, and combined, form a set of executable instructions that implement a program as described herein. In another example, machine-readable instructions may be stored in a state that is readable by a computer, but require the addition of a library (such as a dynamic link library (DLL)), software development kit (SDK), application programming interface (API) to execute the instructions on a particular computing device or other device. In another example, the machine-readable instructions may require configuration (e.g., saved configuration, data entry, recorded network address, etc.) before all or a portion of the machine-readable instructions and / or corresponding program can be executed. Thus, the disclosed machine-readable instructions and / or corresponding program(s) are intended to encompass such machine-readable instructions and / or programs regardless of the particular format or state of the machine-readable instructions and / or programs when stored or otherwise at rest or in transport.

[0087] As noted above, the example processes of Figures 13-16 may be implemented using executable instructions (e.g., computer readable and / or machine readable instructions) stored on a non-transitory computer readable and / or machine readable medium, such as a hard disk drive, a flash memory, a read-only memory, a compact disk, a digital versatile disk, a cache, a random access memory, and / or any other storage device or storage disk where information is stored for any period of time (e.g., long term, permanently, short term, as a temporary buffer, and / or for caching information). In this specification, the term non-transitory computer readable medium is expressly defined to include any type of computer readable storage device and / or storage disk, and to exclude propagating signals and transmission media.

[0088] The terms "including" and "comprising" (and all forms and tenses thereof) are used herein as open ended terms. Thus, when any form of "include" or "comprise" (e.g., comprises, includes, comprising, including, having, etc.) is used in a claim as a preamble or in the scope of any claim, it should be understood that additional components, terms, etc. may be present without departing from the scope of the corresponding claim or description. The phrase "at least" is used herein as a transitional term, for example in the preamble of a claim, but is open ended in the same way that the terms "including" and "comprising" are open ended. The term "and / or," when used in the form of, for example, A, B, and / or C, refers to any combination of subsets of A, B, and C, such as: (1) A only; (2) B only; (3) C only; (4) A and B; (5) A and C; (6) B and C; and (7) A, B, and C. When used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A and B" is intended to refer to implementations that include either (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, when used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A or B" is intended to refer to implementations that include (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.When used herein in the context of describing the execution or performance of a process, instruction, action, activity, and / or step, the phrase "at least one of A and B" is intended to refer to an implementation that includes either (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, when used herein in the context of describing the execution or performance of a process, instruction, action, activity, and / or step, the phrase "at least one of A or B" is intended to refer to an implementation that includes either (1) at least one A, (2) at least one B, or (3) at least one A and at least one B.

[0089] The method 1300 of FIG. 13 may implement the example thermal control system 500 of FIG. 5, the example thermal control system 800 of FIG. 8, and / or the example thermal control system 900 of FIG.

[0090] The method 1300 begins when the controller 508 activates the thermal control system 500 (block 1302). For example, the landing gear position detector 512 may receive a signal from the position sensor 511 indicating that the landing gear is in the retracted position 200. The controller 508 may initiate activation of the thermal control system 500 upon detecting movement of the landing gear from the extended position 115 to the retracted position 200. After the method ends (i.e., when the fluid device is deactivated), in some examples, the controller 508 does not activate the thermal control system until it detects movement of the landing gear 114 from the extended position 115 to the retracted position 200. In some examples, the controller 508 activates the thermal control system 500 for a period of time after takeoff (e.g., two hours after takeoff). For example, the controller 508 may receive or obtain one or more parameters from an engine controller or an aircraft controller to determine when the aircraft is in flight.

[0091] The controller 508 obtains a measured temperature value (block 1304). For example, the temperature determiner 510 receives a measured temperature value from the temperature sensor 506, which represents the fluid flowing through the fluid passage 202. In some examples, the temperature determiner 510 receives a measured temperature value from the temperature sensor 522, which represents the temperature of the air within the wheel well 120. In some examples, the temperature determiner 510 determines the measured temperature value by determining an average temperature value of the measured temperature value from the temperature sensor 506 and the measured temperature value from the temperature sensor 522.

[0092] The controller 508 compares the measured temperature value to the operational temperature threshold (block 1306). For example, the controller 508 and / or the comparator 514 retrieves and / or obtains the operational temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value to the operational threshold temperature.

[0093] The controller 508 then determines whether the measured temperature value exceeds the operating temperature threshold (block 1308). If the controller determines in block 1308 that the measured temperature value does exceed the operating temperature threshold, the controller 508 actuates the fluidic device (block 1310). For example, the device operator 516 may cause the fluid valve 504 to be moved to an open position, causing fluid to flow through the fluid passageway 202 between the inlet 204 and the outlet 206. In some examples, the device operator 516 may cause the flow generator 804 to be activated or turned on, causing fluid to flow through the fluid passageway 202 between the inlet 204 and the outlet 802. In some examples, the device operator 516 may cause the fluid valve 908 to be moved to an open position, causing fluid to flow through the fluid passageway 202 between the inlet 204 and the outlet 802.

[0094] If, at block 1308, the controller determines that the measured temperature value does not exceed the operating temperature threshold, then the controller 508 deactivates the fluidic device (block 1312). For example, the device operator 516 may move the fluidic valve 504 to a closed position to prevent or restrict fluid flow through the fluidic passageway 202 between the inlet 204 and the outlet 206. In some examples, the device operator 516 may deactivate or turn off the flow generator 804 to prevent fluid flow through the fluidic passageway 202 between the inlet 204 and the outlet 802. In some examples, the device operator 516 may move the fluidic valve 908 to an open position to allow fluid to flow through the fluidic passageway 202 between the inlet 204 and the outlet 802.

[0095] The method 1400 of FIG. 14 may implement the exemplary thermal control system 600 of FIG. 6. The controller 508 obtains measured temperature values ​​(block 1402). For example, the temperature determiner 510 receives a first measured temperature value from the first brake sensor 604 representing fluid flowing through the first inlet 402 and a second measured temperature value from the second brake sensor 606 representing fluid flowing through the second inlet 404. In some examples, the temperature determiner 510 determines the measured temperature value by determining an average temperature value of the first measured temperature value from the first brake sensor 604 and the second measured temperature value from the second brake sensor 606.

[0096] The controller 508 compares the measured temperature value to a brake temperature threshold (block 1404). For example, the controller 508 and / or the comparator 514 retrieves and / or obtains the brake temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value to the brake temperature threshold.

[0097] If, in block 1406, the controller 508 determines that the measured temperature value exceeds the brake temperature threshold, the controller deactivates the fluid device (block 1408), initiates an alarm (block 1410), and / or deploys the landing gear (block 1412). For example, the device operator 516 commands the fluid valve 504 to move to a closed position to prevent fluid flow through the fluid passageway 202. The output generator 518 initiates an alarm in the cockpit to alert staff and / or operates an actuator to move the landing gear 114 to the deployed position 115.

[0098] If, at block 1406, the controller 508 determines that the measured temperature value does not exceed the brake temperature threshold, the controller 508 compares the measured temperature value to the operating temperature threshold (block 1414). The controller 508 then determines whether the measured temperature value exceeds the operating temperature threshold (block 1416).

[0099] If the controller determines at block 1416 that the measured temperature value exceeds the operating temperature threshold, then the controller 508 actuates the fluidic device (block 1418). For example, the device operator 516 may move the fluidic valve 504 to an open position, allowing fluid to flow through the fluidic passageway 202 between the inlet 204 and the outlet 206. If the controller determines at block 1416 that the measured temperature value does not exceed the operating temperature threshold, then the controller 508 deactuates the fluidic device (block 1420). For example, the device operator 516 may move the fluidic valve 504 to a closed position, preventing or restricting fluid flow through the fluidic passageway 202 between the inlet 204 and the outlet 206.

[0100] The method 1500 of FIG. 15 may implement the exemplary thermal control system 700 of FIG. 7. The controller 508 obtains a measured temperature value (block 1502). For example, the temperature determiner 510 receives the measured temperature value from the fire sensor 704. The controller 508 compares the measured temperature value to a fire temperature threshold (block 1504). For example, the controller 508 and / or the comparator 514 retrieves and / or obtains the fire temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value to the fire temperature threshold. The controller 508 then determines if the measured temperature value exceeds the fire temperature threshold (block 1506).

[0101] If, in block 1506, the controller 508 determines that the measured temperature value exceeds the fire temperature threshold, the controller 508 deactivates the fluid device (block 1508), initiates an alarm (block 1510), and / or deploys the landing gear (block 1512). For example, the device operator 516 commands the fluid valve 504 to move to a closed position to prevent fluid flow through the fluid passageway 202. The power generator 518 initiates an alarm in the cockpit to alert staff and / or operates an actuator to move the landing gear 114 to the deployed position 115.

[0102] If, in block 1506, the controller 508 determines that the measured temperature value does not exceed the fire temperature threshold, the controller 508 compares the measured temperature value to the operating temperature threshold (block 1514) and determines whether the measured temperature value exceeds the operating temperature threshold (block 1516).

[0103] If the controller determines at block 1516 that the measured temperature value exceeds the operating temperature threshold, then the controller 508 actuates the fluidic device (block 1518). For example, the device operator 516 may move the fluidic valve 504 to an open position, allowing fluid to flow through the fluidic passageway 202 between the inlet 204 and the outlet 206. If the controller determines at block 1516 that the measured temperature value does not exceed the operating temperature threshold, then the controller 508 deactuates the fluidic device (block 1520). For example, the device operator 516 may move the fluidic valve 504 to a closed position, preventing or restricting fluid flow through the fluidic passageway 202 between the inlet 204 and the outlet 206.

[0104] The method 1600 of FIG. 16 may implement example thermal control systems disclosed herein, including the brake overheat detection system 602 of FIG. 6 and the fire detection system of FIG. 7. The controller 508 obtains a measured temperature value (block 1602). For example, the temperature determiner 510 receives a measured temperature value from the first brake sensor 604, the second brake sensor 606, and / or the fire sensor 704. The controller 508 compares the measured temperature value to a fire temperature threshold (block 1604). For example, the controller 508 and / or the comparator 514 retrieves and / or obtains a fire temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value to the fire temperature threshold. The controller 508 then determines if the measured temperature value exceeds the fire temperature threshold (block 1606).

[0105] If, at block 1606, the controller 508 determines that the measured temperature value does not exceed the brake temperature threshold, the controller 508 compares the measured temperature value to the operating temperature threshold (block 1614). For example, the controller 508 and / or the comparator 514 retrieves and / or obtains the brake temperature threshold from the threshold database 520, and the comparator 514 compares the measured temperature value to the brake temperature threshold. The controller 508 then determines whether the measured temperature value exceeds the brake temperature threshold (block 1616).

[0106] If the controller 508 determines in block 1606 that the measured temperature value exceeds the fire temperature threshold, or if the controller 508 determines in block 1616 that the measured temperature value exceeds the brake temperature threshold, the controller 508 deactivates the fluid device (block 1608), initiates an alarm (block 1610), and / or deploys the landing gear (block 1612). For example, the device operator 516 commands the fluid valve 504 to move to a closed position to prevent fluid flow through the fluid passage 202. The power generator 518 initiates an alarm in the cockpit to alert staff and / or operates an actuator to move the landing gear 114 to the deployed position 115.

[0107] If, in block 1616, the controller 508 determines that the measured temperature value does not exceed the brake temperature threshold, the controller 508 compares the measured temperature value to the operating temperature threshold (block 1618) and determines whether the measured temperature value exceeds the operating temperature threshold (block 1618).

[0108] If the controller determines at block 1618 that the measured temperature value exceeds the operating temperature threshold, then the controller 508 actuates the fluidic device (block 1622). For example, the device operator 516 may move the fluidic valve 504 to an open position, allowing fluid to flow through the fluidic passageway 202 between the inlet 204 and the outlet 206. If the controller determines at block 1620 that the measured temperature value does not exceed the operating temperature threshold, then the controller 508 deactuates the fluidic device (block 1624). For example, the device operator 516 may move the fluidic valve 504 to a closed position, preventing or restricting fluid flow through the fluidic passageway 202 between the inlet 204 and the outlet 206.

[0109] Figure 17 is a block diagram of an exemplary processor platform 1700 configured to execute the instructions of Figures 13-16 and implement the controller 508 of Figures 5-9. The processor platform 1700 may be, for example, a server, a personal computer, a workstation, a self-learning machine (e.g., neural networks), a mobile device (e.g., a mobile phone, a smart phone, a tablet such as an iPad®), an Internet appliance, or any other type of computing device.

[0110] The processor platform 1700 of the illustrated example includes a processor 1712. The processor 1712 of the illustrated example is hardware. For example, the processor 1712 may be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired family or manufacturer. A hardware processor may be a semiconductor-based (e.g., silicon-based) device. In this example, the processor implements a temperature determiner 510, a landing gear position detector 512, a comparator 514, a device operator 516, and an output generator 518.

[0111] The processor 1712 of the illustrated example includes a local memory 1713 (e.g., a cache). The processor 1712 of the illustrated example communicates with a main memory, including a volatile memory 1714 and a non-volatile memory 1716, via a bus 1718. The volatile memory 1714 may be implemented by Synchronous Dynamic Random Access Memory (SDRAM), Dynamic Random Access Memory (DRAM), RAMBUS® Dynamic Random Access Memory (RDRAM), and / or any other type of random access storage device. The non-volatile memory 1716 may be implemented by flash memory and / or any other type of storage device desired. Access to the main memory 1714, 1716 is controlled by a memory controller.

[0112] The processor platform 1700 of the illustrated example also includes an interface circuit 1720. The interface circuit 1720 may be implemented with any type of interface standard, such as an Ethernet interface, a Universal Serial Bus (USB), a Bluetooth® interface, a Near Field Communication (NFC) interface, and / or a PCI Express interface.

[0113] In the depicted example, one or more input devices 1722 are coupled to the interface circuit 1720. The input devices 1722 enable a user to input data and / or commands to the processor 1712. The input devices may be implemented by, for example, an audio sensor, a microphone, a camera (still or video), a keyboard, buttons, a mouse, a touch screen, a trackpad, a trackball, an isopoint, and / or a voice recognition system.

[0114] One or more output devices 1724 are also connected to the interface circuitry 1720 of the illustrated example. The output device(s) 1724 may be implemented by, for example, a display device (e.g., a light emitting diode (LED), an organic light emitting diode (OLED), a liquid crystal display (LCD), a cathode ray tube display (CRT), an in-place switching (IPS) display, a touch screen, etc.), a tactile output device, a printer, and / or a speaker. Thus, the interface circuitry 1720 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0115] The interface circuitry 1720 of the illustrated example also includes communications devices such as transmitters, receivers, transceivers, modems, resident gateways, wireless access points, and / or network interfaces to facilitate data exchange with external machines (e.g., any type of computing device) over a network 1726. Communications may be via, for example, an Ethernet connection, a digital subscriber line (DSL) connection, a telephone line connection, a coaxial cable system, a satellite system, a line-of-site wireless system, a cellular phone system, etc.

[0116] The processor platform 1700 of the illustrated example also includes one or more mass storage devices 1728 for storing software and / or data. Examples of such mass storage devices 1728 include floppy disk drives, hard drive disks, compact disk drives, Blu-ray disk drives, redundant array of independent disks (RAID) systems, and digital versatile disk (DVD) drives.

[0117] The machine-executable instructions 1732 of Figures 13-16 may be stored in the mass storage device 1728, the volatile memory 1714, the non-volatile memory 1716, and / or a removable non-transitory computer-readable storage medium, such as a CD or DVD.

[0118] In some examples, the thermal control system 102, 400-1100 and / or the ventilation system 202a, 400a, 500a, 600a, 700a, 800a, 900a, 1102, 1102 provide a means for ventilating or evacuating heat from the brakes of the wheels positioned in the wheel well. In some examples, the thermal control system 102, 400-1100 and / or the passageway 202, the inlet 204, the first inlet 402, the second inlet 404, the outlet 206, the outlet 802, the conduits and / or the ducts provide a means for defining a fluid passageway. In some examples, the outlet 206, the flow generator 804, the flow generator 902, and / or the eductor provide a means for generating a pressure differential. In some examples, the heat shield system 1004, the first diffuser 1006, the second diffuser 1008, the first cavity 1006b, the second cavity 1008b, the heat shield system 1104, and / or the cavity 1112 provide a means for collecting heat from the landing gear wheel brakes. In some examples, the shutoff system 502, the fluid valve 504, the temperature sensor 506, the flow generator 804, the flow generator 902, the fluid valve 908, and / or the controller 508 provide a means for controlling the flow of fluid through the passages. In some examples, the brake overheat detection system 602, the first brake sensor 604, the second brake sensor 606, and / or the controller 508 provide a means for detecting a brake overheat condition. In some examples, the fire detection system 702, the fire sensor 704, and / or the controller 508 provide a means for detecting a fire. In some examples, the controller 508 provides a means for controlling the thermal control system 102, 400-1100 and / or the ventilation system 202a, 400a, 500a, 600a, 700a, 800a, 900a, 1102, 1102. In some examples, the temperature determiner 510 provides a means for determining a temperature of the fluid in the passageway 202. In some examples, the comparator 514 provides a means for comparing a measured temperature value (e.g., from the temperature sensor 506, the temperature sensor 522, the first brake sensor 604, the second brake sensor 606, the fire sensor 704) and a temperature threshold, a brake temperature threshold, and / or a fire temperature threshold (e.g., from a threshold database).In some examples, landing gear position detector 512 provides a means for detecting the position of landing gear 114. In some examples, device operator 516 provides a means for controlling fluid devices (e.g., fluid valve 504, flow generator 804, flow generator 902, fluid valve 908). In some examples, output generator 518 provides a means for initiating an alarm (e.g., in the cockpit of the aircraft) and / or for operating / deploying landing gear 114. In some examples, threshold database 520 provides a means for storing thresholds (e.g., operating temperature threshold, brake temperature threshold, and fire temperature threshold).

[0119] While there are certain features in each of the thermal control systems 102, 400-1100 and wheels 1200 disclosed above, it should be understood that a particular feature of one example need not be used exclusively in that example. Instead, any of the features described above and / or shown in the drawings can be combined with any of the examples in addition to or in place of any of the other features of those examples. Features of one example are not mutually exclusive with features of another example. Instead, the scope of the disclosure encompasses any combination of any of the features. In some examples, a thermal control system disclosed in accordance with the teachings of the disclosure may have a combination of features of the thermal control systems 102, 400-1100 and wheels 1200, the shutoff system 502, the brake overheat detection system 602, the fire detection system 702, the chin ring 1202, the chin ring extension 1204 configured to perform the methods 1300-1600 and / or any other component(s), structure(s) or feature(s) disclosed herein.

[0120] At least some of the embodiments described above include one or more features and / or advantages, including, but not limited to, the following.

[0121] In some examples, the thermal control system includes a conduit defining a fluid passage between an inlet and an outlet, the inlet of the conduit being positioned in fluid communication with the landing gear well and the outlet of the conduit being positioned in fluid communication with the atmosphere, the conduit creating a pressure differential through the fluid passage between the inlet and the outlet to ventilate heat from the landing gear well to the atmosphere.

[0122] In some examples, the inlet of the conduit is positioned immediately adjacent the brakes of the aircraft wheels when the aircraft wheels are retracted and stowed within the landing gear wheel wells.

[0123] In some examples, the outlet is formed on an airfoil of the aircraft.

[0124] In some instances, the outlet is formed over a portion of the airfoil that has a pressure that is less than the pressure inside the landing gear wheel well.

[0125] In some examples, a valve is coupled to the fluid passageway and is movable between a first position that allows fluid flow through the fluid passageway from the inlet to the outlet when a temperature of air in the wheel well exceeds an operating temperature threshold and a second position to prevent fluid flow through the fluid passageway from the inlet to the outlet when a temperature of air in the wheel well does not exceed an operating temperature threshold.

[0126] In some examples, the first temperature sensor measures a temperature of air flowing through the fluid passage.

[0127] In some examples, the second temperature sensor measures the temperature of air flowing through the fluid passage.

[0128] In some examples, a fan is inserted into the fluid passageway to create a pressure differential across the conduit between the inlet and outlet.

[0129] In some examples, an eductor is in fluid communication with the fluid passageway. The eductor provides high pressure bleed air downstream from the inlet and creates a pressure differential through the fluid passageway to cause air from the wheel well to flow from the inlet toward the outlet.

[0130] In some examples, the diffuser defines a cavity for collecting heat from the brakes of the aircraft wheels.

[0131] In some examples, the cavity is in fluid communication with an inlet of the fluid passage.

[0132] In some examples, the diffuser includes a dome-shaped structure that defines a cavity.

[0133] In some examples, the diffuser includes a plate and an extension extending from the plate to define a cavity.

[0134] In some examples, the plate and extension form a rectangle.

[0135] In some examples, the conduit inlet is suspended from a support structure in the landing gear well immediately adjacent to the wheel brakes of the aircraft when the landing gear of the aircraft is in a retracted position.

[0136] In some examples, the thermal control system includes a first conduit defining a first inlet positioned within a landing gear wheel well of the aircraft. The first inlet is located adjacent a first brake of a first wheel of the first aircraft landing gear when the first aircraft landing gear is retracted into the landing gear wheel well. The second conduit defines a second inlet positioned within the landing gear wheel well of the aircraft. The second inlet is located adjacent a second brake of a second wheel of the aircraft landing gear when the aircraft landing gear is retracted into the landing gear wheel well. The main conduit defines an outlet in fluid communication with the atmosphere. A main conduit fluid couples the first inlet of the first conduit and the second inlet of the second conduit to the outlet.

[0137] In some examples, the first inlet and the second inlet allow fluid flow to the outlet in response to a pressure differential created through a fluid passage defined by the main conduit.

[0138] In some examples, the first diffuser is positionable over the first wheel and defines a first cavity in fluid communication with the first inlet, and the second diffuser is positionable adjacent the second wheel and defines a second cavity in fluid communication with the second inlet.

[0139] In some examples, the thermal control system includes means for defining a fluid passage between an inlet and an outlet. The inlet of the means for defining a fluid passage is positioned in fluid communication with the landing gear wheel well. The outlet of the means for defining a fluid passage is positioned in fluid communication with the atmosphere. The system includes means for creating a pressure differential through the means for defining a fluid passage to induce a flow of fluid from the inlet toward the outlet to evacuate heat from the landing gear wheel well.

[0140] In some examples, the system includes means for collecting heat from landing gear wheel brakes. The means for collecting heat includes means for defining a cavity in fluid communication with an inlet of the means for defining a fluid passage.

[0141] Although certain example methods, apparatus, and articles of manufacture have been described herein, the scope of coverage of this patent application is not limited thereto. Rather, this patent application covers all methods, apparatus, and articles of manufacture fairly falling within the scope of the appended claims either literally or under the doctrine of equivalents.

Claims

1. A thermal control system (102, 400-1100) for use in an aircraft (100), comprising: A conduit (210) defining a fluid passage (202) between an inlet (204, 402, 404) and an outlet (206, 802) Equipped with the inlet of the conduit is positioned in fluid communication with a landing gear wheel well (120) and the outlet of the conduit is positioned in fluid communication with the atmosphere, the conduit creating a pressure differential through the fluid passage between the inlet and the outlet to reject heat from the landing gear wheel well to the atmosphere; The thermal control system (102,400-1100), wherein the outlet is formed on an airfoil (104) of the aircraft.

2. 2. The thermal control system of claim 1, wherein the inlet of the conduit is positioned immediately adjacent a brake of the aircraft wheel when the aircraft wheel is retracted and stowed within the landing gear wheel well.

3. A thermal control system as described in claim 1 or 2, wherein the fluid passage (202) includes a pipe or duct.

4. 4. The thermal control system of claim 1, wherein the outlet is formed on an upper surface (112) of an airfoil (104) having a pressure less than the pressure inside the landing gear wheel well.

5. 5. The thermal control system of claim 1, further comprising a valve (504, 908) coupled to the fluid passageway, the valve movable between a first position to allow fluid flow through the fluid passageway from the inlet to the outlet when a temperature of air in the landing gear wheel well exceeds an operating temperature threshold, and a second position to prevent fluid flow through the fluid passageway from the inlet to the outlet when a temperature of the air in the wheel well does not exceed the operating temperature threshold.

6. The thermal control system of claim 1 , further comprising a first temperature sensor (506, 604) for measuring a temperature of air flowing through the fluid passage.

7. The thermal control system of claim 6, further comprising a second temperature sensor (606) for measuring a temperature of air flowing through the fluid passage.

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

9. 9. The thermal control system of claim 1, further comprising an eductor (902) in fluid communication with the fluid passage, the eductor providing high pressure bleed air downstream from the inlet to create the pressure differential through the fluid passage to force air from the landing gear wheel well to flow from the inlet towards the outlet.

10. 10. The thermal control system of claim 1, further comprising a diffuser (1006, 1008, 1104), the diffuser defining a cavity (1006b, 1008b, 1112) for collecting heat from brakes (118) of the wheels (116) of the aircraft.

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

12. The thermal control system of claim 10 or 11, wherein the diffuser includes a dome-shaped structure (1006a, 1008a) that defines the cavity.

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

14. The thermal control system of claim 13 , wherein the plate and the extension form a rectangle.

15. 15. The thermal control system of claim 1, wherein when the aircraft landing gear (114) is in a retracted position (200), the inlet of the conduit is suspended from a support structure (201) of the landing gear wheel well immediately adjacent to brakes (118) of the aircraft wheels (116).

16. A thermal control system (102, 400-1100) for an aircraft (100), comprising: a first conduit (406) defining a first inlet (402) positioned within a landing gear well (120) of the aircraft, the first inlet being located immediately adjacent a first brake (414) of a first wheel (410) of the first aircraft landing gear (114a) when the first aircraft landing gear (114a) is retracted into the landing gear well; a second conduit (408) defining a second inlet (404) positioned within the landing gear wheel well of the aircraft, the second inlet being located immediately adjacent a second brake (416) of a second wheel (412) of the aircraft landing gear when the aircraft landing gear is retracted into the landing gear wheel well; a main conduit (202) defining an outlet (206, 802) in fluid communication with the atmosphere, the main conduit fluidly connecting the first inlet of the first conduit and the second inlet of the second conduit to the outlet; Equipped with The thermal control system (102,400-1100), wherein the outlet is formed on an airfoil (104) of the aircraft.

17. 17. The thermal control system of claim 16, wherein the first inlet and the second inlet enable fluid flow to the outlet in response to a pressure differential created across a fluid passageway (202) defined by the main conduit.

18. 18. The thermal control system of claim 16 or 17, further comprising: a first diffuser (1006) positionable on the first wheel and defining a first cavity (1006b) in fluid communication with the first inlet; and a second diffuser (1008) positionable adjacent the second wheel and defining a second cavity (1008b) in fluid communication with the second inlet.

19. A thermal control system (102, 400-1100) for use in an aircraft (100), comprising: a means for defining a fluid passageway (202) between an inlet (202, 402, 404) and an outlet (206, 802), the inlet of the means for defining a fluid passageway being positioned in fluid communication with a landing gear wheel well (120) and the outlet of the means for defining a fluid passageway being positioned in fluid communication with the atmosphere; means (102a, 804, 902) for creating a pressure differential through said means for defining said fluid passageway to induce a flow of fluid from said inlet toward said outlet to extract heat from said landing gear wheel well; Equipped with The thermal control system (102,400-1100), wherein the outlet is formed on an airfoil (104) of the aircraft.

20. 20. The thermal control system of claim 19, further comprising: means for collecting heat from brakes of the wheels of the aircraft, the means for collecting heat including means for defining a cavity in fluid communication with the inlet of the means for defining the fluid passage.

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