Patent Application
20140345991
Exemplary embodiments pertain to the art of aircraft systems and, more particularly, to an active aircraft brake cooling system.
Aircraft include landing gear that facilitates a transition between ground travel and air travel. In many cases the landing gear includes wheels and a braking system. On approach, the landing gear are deployed. Upon touch down, the braking system is activated generating frictional forces that slow the aircraft. The frictional forces generate heat. Conventional landing gear brake systems rely on passive cooling to mitigate the heat generated upon landing. Typical passive cooling systems include the use of radiation that allows generated heat to gradually dissipate, and the use of high temperature ceramics that are capable of withstanding the heat and which promote heat dissipation.
Disclosed is an active aircraft brake cooling system including an air intake and conditioning system having an outlet portion that is fluidically exposed to a landing gear bay.
Also disclosed is an aircraft including a fuselage having a body portion containing an aircraft cabin, a first wing and a second wing. At least one landing gear bay is arranged in one of the body portion, the first wing and the second wing. A landing gear assembly is arranged in the at least one landing gear bay. The landing gear assembly includes a landing gear braking system operatively associated with the landing gear assembly. The landing gear braking system includes at least one braking surface. An active aircraft brake cooling system includes an air intake and conditioning system having an outlet portion that is fluidically exposed to the landing gear bay.
Further disclosed is a method of actively cooling an aircraft braking system including directing a flow of air into a landing gear bay of the aircraft.
The following descriptions should not be considered limiting in any way. With reference to the accompanying drawings, like elements are numbered alike:
A detailed description of one or more embodiments of the disclosed apparatus and method are presented herein by way of exemplification and not limitation with reference to the Figures.
An aircraft, in accordance with an exemplary embodiment, is indicated generally at 2 in
In the exemplary embodiment shown, aircraft 2 includes a first landing gear bay 39 arranged in nose portion 6. First landing gear bay 39 supports and houses a first landing gear assembly 40. A second landing gear bay 42 is provided in first wing 17. Second landing gear bay 42 supports and houses a second landing gear assembly 43. A third landing gear bay 45 is arranged in second wing 18. Third landing gear bay 45 supports and houses a third landing gear assembly 46. Second landing gear assembly 43 includes a corresponding brake system 48 having braking surfaces 49, such as shown schematically as boxes in
As shown in
A cabin air exhaust duct 84 extends from a first end portion 85 to a second end portion 86 through an intermediate portion 87. First end portion 85 is fluidically connected to aircraft cabin 14, and second end portion 86 feeds a first landing gear duct 88, a second landing gear duct 89, and a third landing gear duct 90. First landing gear duct 88 includes an outlet portion 91 that is fluidically exposed to first landing gear bay 39, second landing gear duct 89 includes a second outlet portion 92 that is fluidically exposed to second landing gear bay 42, and third landing gear duct 90 includes an outlet portion 93 that is fluidically exposed to third landing gear bay 45. It should be understood that while shown as extending directly between aircraft cabin 14 and first, second and third landing gear bays 39, 42 and 45, cabin air exhaust duct 84 may guide cabin exhaust air through other upstream aircraft spaces, such as one or more cargo bays (not shown).
Cabin air exhaust duct 84 includes a valve 94 arranged in intermediate portion 87. Valve 94 is operatively connected to a controller 100. Controller 100 is selectively activated to open valve 94 during ascent to enable cabin exhaust air to flow into first, second and third landing gear bays 39, 42 and 45 to deliver cooling air onto each landing gear assembly 40, 43 and 46. Controller 100 may be automatically activated, such as during ascent, or may be activated based on signals received from sensors, such as temperature sensors (not shown) arranged at one or more of landing gear assemblies 40, 43, and 46. During ascent, a pressure differential between the cabin air and ambient drives the cooling air into first, second and third landing gear bays 39, 42 and 45. In accordance with an aspect of the exemplary embodiment, the cooling air flows onto braking surfaces 49 of second landing gear assembly 43 as well as braking surfaces (not separately labeled) associate with first landing gear assembly 40 and third landing gear assembly 46.
At this point it should be understood that the exemplary embodiments present an active aircraft brake cooling system that delivers cooling air onto landing gear braking surface to enhance braking performance and to reduce ground time, e.g., time between flights, lower maintenance intervals and costs as well as enable the use of lower cost braking materials. It should also be understood that the cooling air may be guided into the braking surfaces in the landing gear bays, the cooling air may also be directed at known hot spots on the braking surface as well as other portions of the landing gear assemblies. Further, while described as using cabin air pressure differential during ascent to drive the cooling air into the landing gear bays, cooling air may be introduced into the landing gear bays during all phases of flight. Moreover, other systems, including forced air injection, may also be used to guide cooling air into the landing gear bays.
While the invention has been described with reference to an exemplary embodiment or embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the claims.
