• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Apparatus for controlling the speed of an aircraft during landing roll and / or taxi, the apparatus comprising: a generator for absorbing the kinetic energy of a landing gear of the aircraft to generate electrical energy; and a component of the aircraft for receiving and consuming the electrical energy from the generator, the generator and the component being electrically connected to each other without an intermediate electrical energy storage device.
    公开号:FR3035830A1
    申请号:FR1653404
    申请日:2016-04-18
    公开日:2016-11-11
    发明作者:Peter Swann
    申请人:Rolls Royce PLC；
    IPC主号:
    专利说明:

    [0001] The present disclosure relates to apparatus and methods for controlling the speed of an aircraft during landing roll and / or taxi. An aircraft, such as airliners, has a landing gear to support the aircraft while on the ground. For example, the landing gear can be used for landing and taxiing at an airport. The landing gear generally comprises a plurality of wheels 10 and a brake arrangement for reducing the speed of the aircraft during the landing roll and / or the taxi. The use of the brake arrangement may cause brake lining wear of the brake arrangement. This wear entails costs for the operator of the aircraft. In addition, the engines of the aircraft may be arranged to reduce the speed of the aircraft during the landing roll by applying reverse thrust (i.e., thrust in a direction substantially opposite to the direction of movement of the aircraft). However, using reverse thrust can increase fuel consumption, lead to engine wear, increase engine noise and emissions. According to various embodiments, but not necessarily all of them, there is provided an apparatus for controlling the speed of an aircraft during the landing roll and / or the taxi, the apparatus comprising: a generator for absorbing the the kinetic energy of a landing gear of the aircraft to generate electrical energy; and a component of the aircraft for receiving and consuming the electrical energy from the generator, the generator and the component being electrically connected to each other without an intermediate electrical energy storage device. The component may include at least one blower to provide thrust to reduce the speed of the aircraft during landing roll and / or taxi. The component may comprise an aircraft electrical system. The apparatus may further include a controller configured to vary a load on the generator to vary the resistance to rotation of the landing gear.
    [0002] The controller may be configured to receive runway status information, and to vary the load on the generator using the received runway status information to prevent skidding of the landing gear on the runway. .
    [0003] The controller may be configured to receive runway exit location information, and to vary the load on the generator using the received runway location information to allow the aircraft to exit the runway. the track at a predetermined location and / or at a predetermined speed. The generator may include a motor generator for receiving electrical power from an auxiliary power unit of the aircraft to provide torque to the landing gear for taxiing. The controller may be configured to receive engine warm-up information, and to vary the load on the generator using the received engine warm-up information to allow the aircraft to taxi to the ground at a predetermined speed. According to various embodiments, but not necessarily all, there is provided an aircraft comprising an apparatus as described in one of the preceding paragraphs. According to various embodiments, but not necessarily all, there is provided a method for controlling the speed of an aircraft comprising a landing gear during the landing roll and / or the taxi, the method comprising: varying a load on a generator to vary the resistance to rotation of the landing gear, the generator being arranged to absorb the kinetic energy of the landing gear to generate electrical energy, a component the aircraft being arranged to receive and consume the electrical energy from the generator, the generator and the component being electrically connected to each other without an intermediate electrical energy storage device. The method may further include: receiving runway status information, and varying the load on the generator using the received runway status information to prevent skidding of the landing gear on the runway . The method may further include receiving runway exit location information, and varying the load on the generator using the received runway location information to allow the aircraft to exit the runway. the track at a predetermined location and / or at a predetermined speed. The generator may comprise a motor generator and the method may further include controlling an auxiliary power unit of the aircraft to provide electric power to the engine generator to cause the engine generator to provide a couple at the landing gear for taxiing. The method may further include receiving engine warm-up information. The method may further include varying the load on the generator using the received engine warming information to allow the aircraft to taxi to the ground at a predetermined speed. According to various embodiments, but not necessarily all, there is provided a computer program which, when read by a computer, causes the execution of the method as described in one of the preceding paragraphs. According to various embodiments, but not necessarily all, there is provided a computer-readable non-transitory storage medium comprising computer readable instructions which, when read by a computer, result in the execution of the method as described. in one of the 35 preceding paragraphs. Those skilled in the art will appreciate, unless mutually exclusive, that a characteristic described in connection with any of the above aspects may be applied mutatis mutandis to any other aspect. In addition, unless mutually exclusive, any feature described herein can be applied to any aspect and / or combined with any other feature described herein. Embodiments will now be described by way of example only, with reference to the Figures, in which: FIG. 1 illustrates a block diagram of an apparatus for controlling the speed of an aircraft during roll-over. landing and / or taxiing according to various examples; Figure 2 illustrates a block diagram of an aircraft having an apparatus for controlling the speed of the aircraft during the landing roll and / or ground taxi according to various examples; Figure 3 illustrates a schematic diagram of another aircraft having an apparatus for controlling the speed of the aircraft during landing roll and / or ground taxi according to various examples; Figure 4 illustrates a flowchart of a method of controlling the speed of an aircraft during landing roll and / or taxiing according to various examples; Figure 5 illustrates a schematic diagram in front view of a landing gear and a generator according to various examples; and Figure 6 illustrates a schematic side plan view of the landing gear and generator illustrated in Figure 5. In the following description, the terms "connected" and "coupled" mean connected and functionally coupled. It should be appreciated that there may be any number of intermediate components between the mentioned elements, including non-intermediate components. FIG. 1 illustrates a block diagram of an apparatus 10 for controlling the speed of an aircraft during landing roll and / or taxi on various examples. The apparatus 10 comprises a generator 12, a component 14 of the aircraft, and a control device 16. In some examples, the apparatus 10 may be a module. As used herein, the term "module" refers to a device or apparatus in which one or more elements are included later, and possibly by another manufacturer or by an end user. For example, when the apparatus 10 is a module, the apparatus 10 may comprise only the generator 12 and the component 14, and the remaining elements (such as the controller 16) may be added by another manufacturer or by an end user. The generator 12 is arranged to absorb the kinetic energy of a landing gear of the aircraft in order to generate electrical energy. For example, the generator 12 may be part of the landing gear and be arranged around a wheel shaft. In some examples, the generator 12 may comprise a motor-generator 18 which is arranged to receive electrical energy (from an auxiliary power unit (APU) of the aircraft for example) and to provide torque to the wheels landing gear to cause them to turn. The component 14 may be any component of the aircraft that consumes electrical energy. For example, the component 14 may include one or more electric blowers to provide thrust to the aircraft (as part of a distributed propulsion system for example). As another example, the component 14 may comprise an electric drive element complementary to the fan of a turbojet engine. As another example, the component 14 may include one or more aircraft electrical systems, such as an interior lighting system, an air conditioning system, one or more desiccators or dehumidifiers. zonal, an avionics system, one or more galley heating systems, one or more galley refrigeration systems, one or more outdoor lights or lamps, and / or one or more pumps for a fluid or fluids such as fuel, hydraulic fluid or water.
    [0004] The component 14 is arranged to receive the electrical energy from the generator 12 and to consume the electrical energy received. The generator 3035830 6 12 and the component 14 are electrically connected to each other without an intermediate electrical energy storage device (such as a battery or a supercapacitor). For example, the generator 12 and the component 14 are interconnected by a wired connection 20 which does not include a device 5 for storing electrical energy. The component 14 has a load 22 to the generator 12. In some examples, the load 22 presented to the generator 12 may be variable. For example, when the component 14 includes one or more electric blowers, the load 22 can be varied by changing the electric power consumed by the electric blowers. As another example, when the component 14 comprises an aircraft electrical system, the load 22 can be varied by changing the electrical power consumed by the electrical system.
    [0005] The generator 12 may be directly electrically connected to the component 14 via the wired connection 20 (in other words, there are no electrical / electronic components connected between the generator 12 and the component 14). In other embodiments, the generator 12 may be indirectly electrically connected to the component 14 via the wired connection 20 (in other words, one or more electrical / electronic components may be connected between the generator 12 and the component 14 via the wired connection 20).
    [0006] The controller 16 may include any circuitry suitable for driving the methods described herein and as illustrated in FIG. 4. The controller 16 may include: at least one ASIC; and / or at least one user programmable gate array (FPGA); and / or mono or multiprocessor architectures; and / or parallel / sequential architectures (from Von Neumann); and / or at least one industrial programmable logic controller (PLC); and / or at least one microprocessor; and / or at least one microcontroller; and / or a central processing unit (CPU); and / or a graphics processing unit (GPU) for executing the methods.
    [0007] By way of example, the controller 16 may comprise at least one processor 24 and at least one memory 26. The memory 26 stores a computer program 28 including computer readable instructions which, when read by processor 24, lead to the execution of the methods described herein, and as shown in Figure 4. The computer program 28 may be software or firmware, or may be a combination of software and firmware. The computer program 28 may be stored on a computer-readable, non-transitory storage medium. The computer program 28 can be transferred from the computer-readable non-transitory storage medium to the memory 26. The computer-readable non-transit storage medium can be, for example, a USB flash drive, a compact disc (CD ), a versatile digital disc (DVD) or a Blu-ray disc.
    [0008] In some examples, the computer program 28 may be transferred to the memory 26 via a signal 32 (which may be a wireless signal or a wired signal). As described in more detail in the following paragraphs with reference to FIGS. 2 and 3, the controller 16 is configured to receive information 34 and then to vary the load 22 presented to the generator 12. The variation in load 22 presented to the generator 12 causes a variation of the resistance to the rotation of the landing gear. In particular, as the load 22 on the generator 12 increases, the resistance to the rotation of the landing gear increases (since an increased amount of kinetic energy in the landing gear is converted into electrical energy), thus causing an increased braking effect on the aircraft. As the load 22 on the generator 12 decreases, the resistance to the rotation of the landing gear decreases (since a reduced amount of kinetic energy in the landing gear is converted into electrical energy), thus causing a reduced braking effect on the aircraft. Figure 2 illustrates a block diagram of an aircraft 36 comprising: the apparatus 10; a landing gear 38; an auxiliary power unit 35 (APU) 40; and a motor 42.
    [0009] The component 14 comprises one or more electrically driven blowers that can be arranged along the wings of the aircraft 36. The electric drive blowers 14 can rotate in a first direction (clockwise by example) to provide normal thrust to the aircraft 36, and can be arranged to rotate in a second direction (counterclockwise for example) to provide reverse thrust to the aircraft 36. Reverse thrust can additionally or alternatively be provided by changing the pitch of the fan blades instead of changing the direction of fan rotation. In some examples, the component 14 may further comprise one or more electrical systems of the aircraft 36. The landing gear 38 is positioned under the aircraft 36 and is arranged to support the aircraft 36 while the aircraft 36 is on the ground. The landing gear 38 may be fixed in position relative to the fuselage of the aircraft 36 or may be at least partially retractable in the fuselage and / or a wing of the aircraft 36. The landing gear 38 has a or more wheels and may further comprise a brake arrangement. The motor-generator 18 is configured to provide a torque to the landing gear 38 for rotating one or more wheels of the landing gear 38. The auxiliary power unit (APU) 40 is arranged to supply electrical energy. to the engine-generator 18 to allow the engine-generator 18 to provide torque to the landing gear 38. The auxiliary power unit 40 may also be arranged to supply electric power to the engine 42 (to start the engine 42 for example). The controller 16 may be configured to control the operation of the auxiliary power unit 40. For example, the controller 16 may be configured to control the auxiliary power unit 40 to provide electrical power to the motor. Generator 18. The motor 42 may comprise any suitable motor or motor plurality. For example, the engine 42 may comprise one or more gas turbine engines. The motor 42 is arranged to supply electric power to the plurality of blowers 14 to cause the blowers 14 to rotate and provide thrust to the aircraft 36. For example, when the engine 42 is gas turbine, the engine 42 may comprise a generator which is coupled to a main shaft of the gas turbine engine and which is arranged to supply electric power to the blowers 14. The motor 42 may be arranged to provide a low thrust. if not zero, to the aircraft 36 (in other words, the engine 42 can only be provided to generate electric power for the blowers 14). The controller 16 is configured to control the operation of the motor 42. For example, the controller 16 may be configured to control the amount of fuel supplied to the motor 42 and thereby control the electrical power outputted by the motor 42. During the landing roll (that is, after landing / touchdown, but before taxiing the aircraft 36), the landing gear 38 rotates through contact with the landing gear. Track. The rotation of the landing gear 38 causes the generator 12 to generate electrical energy. The blowers 14 receive electrical energy generated by the generator 12 and rotate to provide reverse thrust to the aircraft 36 (i.e., the blowers 14 provide thrust in a direction substantially opposite to the direction of rotation. displacement of the aircraft 36 along the runway). The controller 16 may be configured to control the direction of rotation of the blowers 14 to enable them to generate reverse thrust. Alternatively, the controller 16 may be configured to control the blowers 14 to change the pitch of the fan blades to allow them to generate reverse thrust.
    [0010] During the landing roll, the apparatus 10 advantageously causes the aircraft 36 to decelerate. In the first place, the reverse thrust generated by the blowers 14 causes the aircraft 36 to decelerate. Second, the load 22 presented to the generator 12 by the blowers 14 causes the generator 12 to absorb the kinetic energy of the landing gear 38 and thereby cause the aircraft 36 to decelerate. The apparatus 10 may advantageously reduce the wear of the brake arrangement during the landing roll due to the deceleration provided by the apparatus 10. In addition, the apparatus 10 may advantageously provide greater comfort to the aircraft. passenger compared to an aircraft powered by one or more gas turbine engines, due to the reduction of engine noise and vibration caused by the reverse thrust operation of gas turbine engines.
    [0011] Fig. 3 illustrates a block diagram of another aircraft 44 according to various examples. The aircraft 44 is similar to the aircraft 36 shown in Figure 2 and where the features are similar, the same reference numerals 5 are used. The aircraft 44 comprises: an apparatus 10; a landing gear 38; and one or more gas turbine engines 42 which are arranged to provide thrust to the aircraft 44. The component 14 includes one or more aircraft electrical systems 10 that have a load 22 to the generator 12. The one or more systems Aircraft electrical systems 14 are also configured to receive electrical energy from the one or more gas turbine engines 42. For example, aircraft electrical systems 14 may receive electrical energy from a generator that is coupled to an auxiliary gearbox of the gas turbine engine 42. Reheating of the one or more gas turbine engines 42 may be performed while the aircraft 44 is taxiing at an airport. While the landing gear 38 is rotating, the generator 12 generates electrical energy 20 and supplies the electrical energy generated to the aircraft electrical system 14. The kinetic energy absorption by the generator 12 from the train The landing gear 38 may reduce and / or limit the speed of the aircraft 44 while taxiing and may prevent the aircraft 44 from exceeding a threshold speed during taxi (as a limit of the ground speed of the aircraft). an airport).
    [0012] This may advantageously reduce or eliminate the use of the landing gear brake arrangement 38 while taxiing. The apparatus 10 may provide continuous or periodic management of the speed of the aircraft 44. When the speed management is continuous, the aircraft 10 may advantageously improve the comfort of the passengers with respect to an aircraft where the speed is managed by the periodic application of wheel brakes. The electrical energy received from the generator 12 may advantageously allow the generator of the gas turbine engine 42 to be unloaded, thereby reducing the flow of fuel to the gas turbine engine 42 while maintaining the desired engine rotation speed for engine warm-up. Figure 4 illustrates a flowchart of a method of controlling the speed of an aircraft 36, 44 during landing roll and / or taxi on various examples. At block 46, the method includes receiving information. For example, the controller 16 may receive information from a user input device operated by a pilot of the aircraft 36, 44. In other examples, the controller 16 may receive information from an air traffic control system.
    [0013] The information may be track state information. For example, the information can indicate if and how much the runway is wet, ice-covered, or covered with snow. Additionally or alternatively, the information may be track output location information. For example, the information may indicate a predetermined location and / or a predetermined speed at which the aircraft must exit the runway and enter the taxiway of the airport. Additionally or alternatively, the information may be engine reheat information. For example, the information may indicate that the gas turbine engine needs to be warmed up or is being reheated.
    [0014] At block 48, the method includes varying the load 22 on the generator 12 using the information received at block 46 to vary the rotational resistance of the landing gear 38. For example, the device The control unit 16 can control the load 22 presented to the generator 12 by the blowers 14 (as illustrated in FIG. 2) to increase or decrease the kinetic energy absorption of the landing gear 38 by the generator 12. In another example, the controller 16 may control the load 22 presented to the generator 12 by one or more of the aircraft electrical systems (as illustrated in FIG. 3), to increase or decrease the kinetic energy absorption. of the landing gear 38 by the generator 12.
    [0015] When the information received at block 46 is track status information, controller 12 may vary load 22 on generator 12 using the information to prevent skidding of landing gear 38 over Track. For example, when the runway status information indicates that there is a surface water layer on the runway, the controller 12 can reduce the load 22 on the generator 12 to reduce the magnitude of the braking caused by the generator 12 and thus prevent the skid of the landing gear 38.
    [0016] When the information received at block 46 is track exit location information, the controller 12 may vary the load 22 on the generator 12 using the information to allow the aircraft 36, 44 to leave the runway at a predetermined location and / or at a predetermined speed and enter the taxiway of the airport. For example, when the runway location information indicates a predetermined runway departure location which is located at a significant distance from the touchdown / landing location by the aircraft 36, 44, the device 12 can reduce the load 22 on the generator 12 to reduce the amount of braking caused by the generator 12 (and reduce reverse thrust when the component 14 includes one or more blowers, as shown in FIG. allowing the aircraft 36, 44 to use the landing speed to reach the predetermined runway exit location. This can advantageously reduce or eliminate the need to use blowers 14, gas turbine engines 42 or engine-generator 18 to propel the aircraft 36, 44 to the predetermined runway exit location. When the information received at block 46 is engine warm-up information, controller 12 may vary load 22 on generator 12 using the information to allow aircraft 44 to taxi to the ground. desired speed (and / or below a threshold speed). For example, when reheating the gas turbine engines 42 results in the ground taxiing speed of the aircraft 44 exceeding a threshold speed (such as a ground speed limit of an airport), the control 12 can increase the load 22 on the generator 12 to increase the braking magnitude caused by the generator 30 so that the speed of the aircraft 44 is maintained at or below the threshold speed. this. At block 50, the method includes controlling the auxiliary power unit 40 of the aircraft 36 to provide electrical power to the engine generator 18 to provide torque to the landing gear 38 for taxiing. ground. For example, the controller 16 may send control signals to the auxiliary power unit 40 to supply electrical power to the motor generator 18 to provide a torque to the landing gear 38 for taxiing. The control device 16 can vary the control signal sent to the auxiliary power unit 40 to vary the taxiing speed of the aircraft 36. The block 50 can be executed after the block 48 to allow the aircraft 36 to taxi, after landing roll.
    [0017] It will be understood that the invention is not limited to the embodiments described above and various modifications and improvements can be made without departing from the concepts described herein.
    [0018] For example, Figures 5 and 6 illustrate an example of an arrangement of a generator 12 and a landing gear 38 according to various examples. The landing gear 38 comprises a leg 60 which is fixed to the aircraft 36, 44 and which supports the weight thereof. An arm, a carrier, or a non-rotating shaft 62, on which is mounted a wheel assembly 64 including the generator 12, a wheel 66 which concentrically surrounds the generator 12, and a tire 68 which concentrically surrounds the wheel 66, is attached to the leg 60. The generator 12 is drivingly connected to the wheel 66 (and vice versa), while the wheel 66 is connected in a drive to the tire 68 (and vice versa) so that the assembly Wheel 64 rotates integrally around the arm, support, or non-rotating shaft 62. In the example shown, there are two arms, supports, or non-rotating shafts 62, one on each side of the leg 60 each arm, support, or non-rotating shaft 62 acting as the axis of rotation for the corresponding wheel assembly 64. It should be understood that the aircraft may comprise multiple landing gear 38, each supporting a portion 35 of the weight of the aircraft.
    [0019] As another example, the aircraft 36 may not include the control device 16. The apparatus 10 may operate autonomously because the rate of energy production by the generator 12 decreases (and therefore the the level of the reverse thrust produced by the blowers 14) as the speed of the aircraft 36 along the ground decreases. As a further example, the aircraft 44 illustrated in FIG. 3 may further include an auxiliary power unit (APU) for powering the gas turbine engines 42.
    [0020] As another example, the motor 42 illustrated in FIG. 2 may comprise (or consist of) a fuel cell. Unless mutually exclusive, any of the features may be used separately or in combination with any other features and the disclosure extends to and includes all combinations and subcombinations of one or more of the features described herein. 20
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. Apparatus for controlling the speed of an aircraft during landing roll and / or taxi, the apparatus comprising: a generator for absorbing the kinetic energy of a landing gear of the aircraft to generate electrical energy; and a component of the aircraft for receiving and consuming the electrical energy from the generator, the generator and the component being electrically connected to each other without an intermediate electrical energy storage device.
    [0002]
    Apparatus as claimed in claim 1, wherein the component comprises at least one blower for providing thrust to reduce the speed of the aircraft during landing roll and / or taxi. 15
    [0003]
    Apparatus as claimed in claim 1 or 2, wherein the component comprises an aircraft electrical system.
    [0004]
    Apparatus as claimed in any one of the preceding claims, further comprising a controller configured to vary the load on the generator to vary the rotational resistance of the landing gear.
    [0005]
    An apparatus as claimed in claim 4, wherein the controller is configured to receive track status information, and to vary the load on the generator using the track status information received to determine the track condition information. prevent skidding of the landing gear on the runway.
    [0006]
    An apparatus as claimed in claim 4 or 5, wherein the controller is configured to receive track output location information, and to vary the load on the generator using the location information of received to allow the aircraft to exit the runway at a predetermined location and / or at a predetermined speed.
    [0007]
    Apparatus as claimed in any one of the preceding claims, wherein the generator comprises a motor generator for receiving electrical power from an auxiliary power unit of the aircraft to provide a torque to the aircraft train. landing for taxiing. 3035830 16
    [0008]
    Apparatus as claimed in one of claims 1 to 6, wherein the controller is configured to receive engine warm-up information, and to vary the load on the generator using the engine warm-up information. received to allow the aircraft to taxi to the ground at a predetermined speed.
    [0009]
    Aircraft comprising an apparatus as claimed in one of the preceding claims.
    [0010]
    A method of controlling the speed of an aircraft comprising a landing gear during landing roll and / or taxi, the method comprising: varying a load on a generator to vary the resistance to the rotation of the landing gear, the generator being arranged to absorb the kinetic energy of the landing gear to generate electrical energy, a component of the aircraft being arranged to receive and consume the energy 15 electrical generator from the generator, the generator and the component being electrically connected to each other without an intermediate electrical energy storage device.
    [0011]
    The method as claimed in claim 10, further comprising: receiving track status information, and varying the load on the generator using received track status information to prevent skidding landing gear on the runway.
    [0012]
    A method as claimed in claim 10 or 11, further comprising receiving runway out location information, and varying the load on the generator using the runway exit location information. received to allow the aircraft to exit the runway at a predetermined location and / or at a predetermined speed.
    [0013]
    A method as claimed in one of claims 10 to 12, wherein the generator comprises a motor generator, the method further comprising controlling an auxiliary power unit of the aircraft to provide power to the aircraft. electrical energy to the engine-generator to cause the engine-generator to provide a torque to the landing gear for taxiing.
    [0014]
    The method as claimed in one of claims 10 to 12, further comprising receiving engine warm-up information, and varying the load on the generator using the received engine warming information. to allow the aircraft to taxi to the ground at a predetermined speed.
    [0015]
    15. A computer program which, when read by a computer, causes the method as claimed in one of claims 10 to 14 to be performed.
    [0016]
    16. A computer-readable non-transitory storage medium comprising computer readable instructions which, when read by a computer, result in the execution of the method as claimed in any one of claims 10 to 14. 35
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2390179B1|2012-11-28|Aircraft with a motorized landing gear
    EP2142426B1|2013-05-08|Energy build-up aerodynamic braking method and device
    RU2509685C2|2014-03-20|Aircraft chassis and chassis nose landing gear assy
    FR3035830A1|2016-11-11|
    US8123163B2|2012-02-28|Aircraft kinetic landing energy conversion system
    EP2516265B1|2014-07-02|Aircraft comprising an electric starter/generator for the or each turbojet engine and landing gear fitted with an electric motor for moving on the ground
    JP6626328B2|2019-12-25|Electric taxiing system for aircraft
    WO2009141550A2|2009-11-26|Ancillary device for taxiing along the ground an aircraft with an air turbine
    JP2015101198A|2015-06-04|Mobile body
    FR2902756A1|2007-12-28|Aircraft`s negative lifting system, has actuators connected to lower surface of movable element for displacing element between rest and braking configuration positions, where element forms leading edge slat of wing in rest position
    JP2007112408A|2007-05-10|Method and device for giving wheel of aircraft rotational speed according to speed upon landing and achieving smooth landing
    US20160096620A1|2016-04-07|Aircraft taxiing system
    Thauvin et al.2016|Hybrid propulsion for regional aircraft: A comparative analysis based on energy efficiency
    WO2014198920A1|2014-12-18|Airplane having a device for providing assistance at takeoff and method of implementation
    CN103448530B|2016-04-27|A kind of wheel hub drive
    JP2002154485A|2002-05-28|Landing gear for aircraft and tire for aircraft
    WO2009141554A2|2009-11-26|Anciliary device for taxiing along the ground an aircraft with a turbomachine
    WO2015075326A1|2015-05-28|Device for wheel pre-rotation during the landing sequence of aircraft
    FR2937305A1|2010-04-23|Wheel for airplane, has electrical motor permitting braking of wheel in motor brake mode by electromagnetic force and permitting airplane to roll on ground without activating motor and without being towed
    WO2021064394A9|2021-06-03|Systems and methods for aircraft
    RO133411A0|2019-06-28|Autonomous drive system for wheel assembly meant for aircraft landing gear
    GB2593417A|2021-09-29|Systems and methods for aircraft
    GB2589300A|2021-06-02|Systems and methods for aircraft
    GB2589299A|2021-06-02|Systems and methods for aircraft
    WO2016043714A1|2016-03-24|The "automotive conversion technology system"
    同族专利:
    公开号 | 公开日
    US10308353B2|2019-06-04|
    US20160325826A1|2016-11-10|
    FR3035830B1|2021-01-29|
    GB2538081B|2017-08-16|
    GB201507705D0|2015-06-17|
    GB2538081A|2016-11-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US7237748B2|2003-12-15|2007-07-03|Delos Aerospace, Llc|Landing gear method and apparatus for braking and maneuvering|
    US20070284939A1|2006-06-12|2007-12-13|Honeywell International|Aircraft electric brake and generator therefor|
    US8204661B2|2006-12-21|2012-06-19|The Boeing Company|Reduced power mode for an aircraft electric brake system|
    FR2913935B1|2007-03-20|2009-05-15|Airbus France Sas|METHOD AND DEVICE FOR AERODYNAMIC BRAKING WITH ENERGY ACCUMULATION|
    US8123163B2|2007-04-20|2012-02-28|The Boeing Company|Aircraft kinetic landing energy conversion system|
    GB0717903D0|2007-09-14|2007-10-31|Airbus Uk Ltd|Method and apparatus for providing power in an aircraft to one or more aircraft systems|
    DE102008011791B4|2008-02-29|2013-09-19|Airbus Operations Gmbh|Integrated multifunctional wheel drive system for aircraft|
    US8288885B2|2008-06-03|2012-10-16|Honeywell International Inc.|Method and system for improving electrical load regeneration management of an aircraft|
    FR2975376B1|2011-05-20|2018-03-30|Safran Landing Systems|METHOD FOR FEEDING AUTONOMOUS DISPLACEMENT ENGINES OF AN AIRCRAFT.|
    DE102011082029A1|2011-09-01|2013-03-07|Airbus Operations Gmbh|DEVICE FOR RECOVERING MOTOR ENERGY RELEASED WHEN LANDING A PLANE AFTER SUBSEQUENT FLOOR TREATMENT, AND PROCESS|
    US9014881B2|2012-03-28|2015-04-21|Louis DeGagne|System and method for dynamically determining runway stopping distance|
    US20130327014A1|2012-06-12|2013-12-12|Djamal Moulebhar|Devices and Methods to Optimize Aircraft Power Plant and Aircraft Operations|
    GB2500442B|2012-08-21|2014-03-12|Messier Dowty Ltd|A brake assembly and a method of operating a brake assembly|
    FR3004699B1|2013-04-19|2016-12-09|Airbus Operations Sas|AIRCRAFT COMPRISING A HYBRID ENGINE|
    US9950699B2|2013-09-26|2018-04-24|The Boeing Company|Brake load alleviation functions|
    US9082301B2|2013-10-28|2015-07-14|The Boeing Company|Aircraft stopping performance display and warning|
    JP6342201B2|2014-04-01|2018-06-13|シンフォニアテクノロジー株式会社|Aircraft wheel drive system|
    FR3022887B1|2014-06-25|2016-10-21|Messier-Bugatti-Dowty|METHOD FOR MANAGING AN ELECTRIC MOTOR|
    US20160052642A1|2014-08-25|2016-02-25|Honeywell International Inc.|Aircraft electric taxi health management system and method|JP6626328B2|2015-12-02|2019-12-25|株式会社Ihi|Electric taxiing system for aircraft|
    US20200391850A1|2019-06-13|2020-12-17|Hamilton Sundstrand Corporation|Intelligent engine offload of auxiliary loads for enhanced engine durability|
    GB2587668A|2019-10-02|2021-04-07|Advanced Mobility Res And Development Ltd|Systems and methods for aircraft|
    法律状态:
    2017-04-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-16| CA| Change of address|Effective date: 20170517 |
    2018-04-25| PLFP| Fee payment|Year of fee payment: 3 |
    2019-04-25| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-29| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-27| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    GB1507705.0A|GB2538081B|2015-05-06|2015-05-06|Apparatus and methods for controlling velocity of aircraft during landing roll-out and/or taxiing|
    [返回顶部]