EP4061717A2 - Systeme und verfahren für flugzeuge - Google Patents

Systeme und verfahren für flugzeuge

Info

Publication number
EP4061717A2
EP4061717A2 EP20866958.0A EP20866958A EP4061717A2 EP 4061717 A2 EP4061717 A2 EP 4061717A2 EP 20866958 A EP20866958 A EP 20866958A EP 4061717 A2 EP4061717 A2 EP 4061717A2
Authority
EP
European Patent Office
Prior art keywords
flow path
path portion
thermal management
management system
nacelle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20866958.0A
Other languages
English (en)
French (fr)
Inventor
Norman Wood
Kamran Iqbal
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Electric Aviation Group Ltd
Original Assignee
Electric Aviation Group Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB1914227.2A external-priority patent/GB2593417A/en
Priority claimed from GB1914220.7A external-priority patent/GB2587637A/en
Priority claimed from GB1914224.9A external-priority patent/GB2589300A/en
Priority claimed from GB1914225.6A external-priority patent/GB2593416A/en
Priority claimed from GB1914223.1A external-priority patent/GB2589299A/en
Priority claimed from GB1914219.9A external-priority patent/GB2587636A/en
Application filed by Electric Aviation Group Ltd filed Critical Electric Aviation Group Ltd
Publication of EP4061717A2 publication Critical patent/EP4061717A2/de
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/405—Powered wheels, e.g. for taxing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
    • B64D33/08—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/20—Energy regeneration from auxiliary equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/12—Construction or attachment of skin panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/002—Braking propellers, e.g. for measuring the power output of an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/02—Hub construction
    • B64C11/14—Spinners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/30—Blade pitch-changing mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/24—Transmitting means
    • B64C13/38—Transmitting means with power amplification
    • B64C13/50—Transmitting means with power amplification using electrical energy
    • B64C13/504—Transmitting means with power amplification using electrical energy using electro-hydrostatic actuators [EHA's]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C19/00—Aircraft control not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/04—Arrangement or disposition on aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface  wheeled type, e.g. multi-wheeled bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/42—Arrangement or adaptation of brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/18—Spars; Ribs; Stringers
    • B64C3/185—Spars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/34—Tanks constructed integrally with wings, e.g. for fuel or water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C7/00—Structures or fairings not otherwise provided for
    • B64C7/02—Nacelles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft
    • B64D13/006—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space, or structural parts of the aircraft the air being used to cool structural parts of the aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
    • B64D15/04—Hot gas application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/10—Aircraft characterised by the type or position of power plants of gas-turbine type 
    • B64D27/12—Aircraft characterised by the type or position of power plants of gas-turbine type  within, or attached to, wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D29/00—Power-plant nacelles, fairings, or cowlings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/02—Initiating means
    • B64D31/06—Initiating means actuated automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/02—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/30—Fuel systems for specific fuels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant
    • B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • B64D41/007—Ram air turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D47/00—Equipment not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/10—Adaptations for driving, or combinations with, electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
    • F02C7/047—Heating to prevent icing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/12—Cooling of plants
    • F02C7/16—Cooling of plants characterised by cooling medium
    • F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/22—Fuel supply systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/32—Arrangement, mounting, or driving, of auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/36—Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/40—Control of fuel supply specially adapted to the use of a special fuel or a plurality of fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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    • F02D19/0634—Determining a density, viscosity, composition or concentration
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    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0665—Tanks, e.g. multiple tanks
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Definitions

  • the present invention relates to systems and methods for aircraft.
  • the present invention relates to systems such as thermal management systems, and associated methods.
  • An aircraft flight includes the following phases: taxiing to the runway; takeoff (which includes the takeoff roll); climb; cruise; descent; final approach; and landing (which includes the landing roll).
  • the aircraft moves to the runway under its own power.
  • the aircraft is positioned on the runway ready for the takeoff roll.
  • takeoff thrust from the aircraft propellers or jet engines accelerate the aircraft up to speed during a takeoff roll, and once a suitable speed is achieved the nose of the aircraft is raised to increase lift from the wings and effect take off.
  • the climb phase the aircraft climbs to cruise altitude and the aircraft speed is gradually increased.
  • cruise the aircraft flies at a required altitude and, typically, at a constant speed.
  • the aircraft altitude is reduced by increasing drag.
  • the aircraft is aligned with the runway before landing.
  • the landing phase the aircraft lands on the runway and performs the landing roll, in which the aircraft is decelerated.
  • Hybrid and electric aircraft have been proposed, to make one or more phases of aircraft flight, or general management, more efficient.
  • Hybrid and electric aircraft are driven at least in part by electric components, including storage devices, electric motors and power electronics.
  • electric components including storage devices, electric motors and power electronics.
  • storage devices, electric motors and power electronics typically require cooling. It is, however, advantageous not to use large amounts of energy providing cooling to such components. This is because power from batteries or other energy accumulators in electric aircraft will need to be diverted to power cooling systems, which could otherwise be used to propel the aircraft.
  • Ice protection is necessary to protect the aircraft skin from build-up of ice, which can damage the structure of the aircraft. Ice protection for aircraft wings is of particular importance.
  • Known systems impose a loss of power on the aircraft, by bleeding air from the aircraft engine, resulting in a loss of thrust.
  • Other known systems are complex and unreliable.
  • “Turnaround time” is the time between landing and a subsequent takeoff, wherein the aircraft is not in operation. Turnaround time is increased by components which are above a suitable temperature for subsequent takeoff and must be cooled before the aircraft can be allowed to take off. Hybrid and electric aircraft are powered at least in part by batteries. Refuelling such aircraft involves charging batteries. This conventionally takes place on the ground, which also increases turnaround time. Decreasing turnaround time is a high priority for airlines.
  • a thermal management system for managing the temperature of one or more components in an aircraft nacelle, the thermal management system comprising a nacelle having a profile and one or more electric components having an outer profile, the outer profile of the electric components being shaped to be conformal with the profile of the nacelle.
  • a related aspect might relate to a method of thermal management of one or more components in an aircraft nacelle.
  • the electric components may comprise an electric motor and/or power electronics.
  • the nacelle may have an inner profile and an outer profile.
  • the outer profile of the electric components may be shaped to be conformal with the inner or outer profile of the nacelle.
  • the outer profile of the electric components and the nacelle profile may be substantially contiguous.
  • the outer profile of the electric components may be proximal to the inner profile of the nacelle.
  • the electric components may be in contact with the nacelle.
  • the thermal management system may further comprise thermally conductive interface members for interfacing between the electric components and the nacelle, the interface members defining a thermally conductive path such that, when the components are in use, heat produced by the components is conducted away from the components along the conductive path toward the nacelle.
  • the interface members may substantially surround the components to form the nacelle.
  • the interface members may be integrally formed with parts of the electric components.
  • the interface members and parts of the electric components may be integrally formed by 3D printing or casting. Heat produced by the electric components may be conducted away from the components along the conductive path toward a temperature regulating region which comprises an external airflow.
  • a nacelle comprising a thermal management system according to the first aspect.
  • the nacelle may be comprised in an aircraft wing.
  • the nacelle may be mounted to the aircraft by pylons.
  • an aircraft comprising a thermal management system or a nacelle as claimed in the first or second aspects.
  • a thermal management system for managing the temperature of one or more components in an aircraft nacelle, the thermal management system comprising: an inlet opening into the nacelle, an outlet opening out of the nacelle, a gas flow path extending between the inlet and outlet and at least proximal to the components to manage the component temperature, and a flow control system for selectively controlling a mass flow along the gas flow path.
  • the flow control system may be operable to control the mass flow along the gas flow path as a function of the component temperature.
  • the flow control system may be operable to control the mass flow leaving the outlet to mitigate the aerodynamic interference caused by the presence of the nacelle.
  • the flow control system may comprise a transducer assembly provided in the flow path.
  • the transducer assembly may be arranged to convert energy of the gas flow into electrical energy.
  • the transducer assembly may comprise a turbine.
  • the thermal management system may be arranged to direct external airflow flowing past the nacelle into the inlet.
  • the inlet may comprise a filter to reduce ingress of particulates into the system.
  • the inlet may comprise a louvre to reduce ingress of particulates into the system.
  • the one or more components may be comprised in an aircraft propulsion system.
  • the aircraft propulsion system may comprise a plurality of propellers.
  • the one or more components may comprise an electric motor and/or power electronics.
  • a nacelle comprising a thermal management system according to the fourth aspect.
  • the nacelle may be comprised in an aircraft wing.
  • an aircraft comprising a thermal management system or a nacelle according to the fourth or fifth aspect.
  • a method of thermal management of one or more components in an aircraft nacelle comprising the steps of: providing a thermal management system comprising an inlet opening into the nacelle, an outlet opening out of the nacelle, a gas flow path extending between the inlet and outlet and at least proximal to the components; and controlling a mass flow along the gas flow path to control the temperature of the components.
  • a thermal management system for managing the temperature of one or more components in an aircraft nacelle, the thermal management system comprising: an airflow generator provided within the nacelle, the airflow generator configured to generate an airflow past components within the nacelle.
  • the one or more components may be comprised in an aircraft propulsion system.
  • the one or more components may comprise an electric motor and/or power electronics.
  • the airflow generator may comprise a fan.
  • the thermal management system may comprise a rotatable drive shaft and the airflow generator may be fixed to the drive shaft.
  • the drive shaft may be comprised in an aircraft propulsion system.
  • the drive shaft may be a drive shaft for a propeller.
  • the airflow generator may compress the airflow.
  • the thermal management system may comprise an inlet opening into the nacelle, an outlet opening out of the nacelle, a gas flow path extending between the inlet and outlet.
  • the airflow generator may draw gas into the nacelle from outside of the nacelle.
  • the gas flow path may pass through the airflow generator, and the airflow generator may be operable to control the mass flow along the gas flow path.
  • a nacelle comprising a thermal management system according to the eight aspect.
  • the nacelle may be comprised in an aircraft wing.
  • an aircraft comprising a thermal management system or a nacelle according to the eighth or ninth aspects.
  • a method of thermal management of one or more components in an aircraft nacelle comprising the steps of: providing a thermal management system comprising an airflow generator provided within the nacelle; and generating an airflow within the nacelle to control the temperature of the one or more components in the nacelle.
  • a thermal management system for managing the temperature of one or more components in an aircraft nacelle, the thermal management system comprising: a rotatable hub of an aircraft propulsion system, the hub comprising an aperture for facilitating airflow into the nacelle via the aperture.
  • the hub may comprise a hub duct extending through the hub and the aperture may open into the duct.
  • the aircraft propulsion system may comprise one or more propellers and the hub is a propeller hub.
  • the thermal management system may further comprise a fairing provided over the hub, the fairing comprising an aperture for facilitating airflow through the rotatable hub aperture via the fairing aperture.
  • the fairing may comprise a fairing duct extending through the fairing and the aperture opens into the duct.
  • the thermal management system may comprise an airflow generator for drawing air into the nacelle through the hub aperture.
  • the fairing duct may comprise channels which, when the fairing is rotated, draws air into the nacelle.
  • the rotating channels may increase the pressure of the airflow.
  • the fairing may be 3D printed and/or cast with the channels integrally formed.
  • the thermal management system may comprise an outlet opening out of the nacelle, a gas flow path extending between the and outlet.
  • the one or more components may comprise an electric motor and/or power electronics.
  • a nacelle comprising a thermal management system according to the twelfth aspect.
  • the nacelle may be comprised in an aircraft wing.
  • an aircraft comprising a thermal management system or a nacelle according to the eleventh or twelfth aspects.
  • a method of thermal management of one or more components in an aircraft nacelle comprising the steps of: providing a thermal management system comprising a rotatable hub of an aircraft propulsion system, the rotatable hub comprising an aperture for facilitating airflow into the nacelle via the aperture; and generating an airflow within the nacelle via the aperture to control the temperature of the one or more components in the nacelle.
  • a thermal management system for managing the temperature of an energy storage device in an aircraft, the thermal management system comprising a skin portion having a profile and the energy storage device having an outer profile, the outer profile of the energy storage device being shaped to be conformal with the profile of the skin portion.
  • the energy storage device comprises a battery pack and/or a fuel cell.
  • the skin portion has an inner profile and an outer profile, and the outer profile of the energy storage device is shaped to be conformal with the inner or outer profile of the skin portion.
  • the outer profile of the energy storage device is proximal to the inner profile of the skin portion.
  • the outer profile of the energy storage device and the skin portion profile are substantially contiguous.
  • the energy storage device is in contact with the skin portion.
  • the skin portion comprises a heat transfer member arranged to conduct heat away from the energy storage device along a conductive path.
  • the heat transfer member is arranged to conduct heat away from the energy storage device toward a temperature regulating region which comprises a cooling fluid flow.
  • the cooling fluid flow of the temperature regulating region is an external airflow.
  • the heat transfer member is integrated into the skin portion profile to extend part way through and/or completely through the skin portion.
  • the heat transfer member extends through the skin portion from the temperature regulating region to the energy storage device.
  • the heat transfer member is a conductive plate.
  • the thermal management system is comprised in an aircraft wing, belly fairing or tail cone.
  • a skin portion for an aircraft comprising a thermal management system according to the sixteenth aspect.
  • an aircraft comprising one or more thermal management systems and/or skin portions according to the sixteenth or seventeenth aspects.
  • a thermal management system for managing the temperature of an aircraft wing, the thermal management system comprising: a gas flow path comprising a first flow path portion and a second flow path portion, the first flow path portion arranged to direct a flow of gas at least proximal to an aircraft component for managing the component temperature, the second flow path portion arranged to receive the flow of gas from the first flow path portion and to direct the flow of gas to the wing for managing the temperature of the wing.
  • the thermal management system comprises an arrangement of one or more conduits defining the gas flow path.
  • the second flow path portion is arranged to extend through the leading edge of the wing.
  • the first flow path portion comprises an inlet opening into the first flow path portion.
  • the first flow path portion comprises an internally opening outlet, opening into the second flow path portion, such that the flow of gas is receivable from the first flow path portion by the second flow path portion to direct the flow of gas to the wing.
  • the first flow path portion comprises an externally opening outlet, opening out of the first flow path portion, such that the flow of gas can be discharged from the first flow path portion and the thermal management system.
  • the second flow path portion comprises an externally opening outlet, opening out of the second flow path portion, such that the flow of gas can be discharged from the second flow path portion and the thermal management system.
  • the externally opening outlet of the second flow path portion opens out of the second flow path portion proximal to the wing tip.
  • the thermal management system further comprises a flow control system arranged to selectively control a mass flow of gas along the second flow path portion.
  • the thermal management system further comprises one or more temperature sensors for sensing the temperature of the wing, the flow control system being operable to selectively control the mass flow along the second flow path portion as a function of the sensed temperature.
  • the flow control system is arranged to selectively divert the flow of gas toward the externally opening outlet of the first flow path portion or toward the internally opening outlet of the first flow path portion, thereby to selectively control the mass flow of gas along the second flow path portion.
  • the first flow path portion extends through a nacelle and the component is housed in the nacelle.
  • the component is an electric motor and/or power electronics.
  • an aircraft wing or aircraft comprising a thermal management system according to the nineteenth aspect.
  • a method of managing the temperature of an aircraft wing comprising the steps of: providing a gas flow path comprising a first flow path portion and a second flow path portion; directing a flow of gas along the first flow path portion at least proximal to an aircraft component for managing the component temperature; and arranging the second flow path portion to receive the flow of gas from the first flow path portion and directing the flow of gas to the wing for managing the temperature of the wing.
  • Figure 1 shows an aircraft according to an embodiment of the present invention
  • Figure 2 shows an aircraft nacelle comprising a thermal management system according to an embodiment of the present invention
  • FIG. 3 shows a general thermal management system according to an embodiment of the present invention
  • Figure 4 shows a general thermal management system according to an embodiment of the present invention
  • Figure 5 shows general methodology principles associated with a thermal management system according to an embodiment of the present invention
  • Figure 6 shows an aircraft nacelle comprising a thermal management system according to an embodiment of the present invention
  • Figure 7 shows a general thermal management system according to an embodiment of the present invention
  • Figure 8 shows general methodology principles associated with a thermal management system according to an embodiment of the present invention
  • Figure 9 shows an aircraft nacelle comprising a thermal management system according to an embodiment of the present invention.
  • Figure 10 shows a general thermal management system according to an embodiment of the present invention
  • Figure 11 shows general methodology principles associated with a thermal management system according to an embodiment of the present invention
  • Figure 12 shows a thermal management system according to an embodiment of the present invention
  • Figure 13 shows a thermal management system according to an embodiment of the present invention.
  • Figure 14 shows general methodology principles associated with a thermal management system of the present invention.
  • an aircraft 1 comprises a fuselage 2, wings 4, an empennage or tail assembly 6 and landing gear comprising wheels 8.
  • the aircraft further comprises a propulsion system comprising an air propulsion system 10.
  • the air propulsion system 10 comprises propellers 12 and air propulsion system motors 14 arranged to drive the propellers 12.
  • the air propulsion system 10 is connected to a power supply 16 comprising an energy accumulator, which in this exemplary embodiment, comprises a battery 18.
  • the battery 18 is configured to supply power to the air propulsion system motors 14.
  • the aircraft is therefore an electric, or at least hybrid, aircraft.
  • the air propulsion system 10 comprises four propellers 12. Nevertheless, it will be appreciated by the person skilled in the art that the air propulsion system 10 may comprise any suitable number of propellers 12 and associated air propulsion system motors 14. For example, the air propulsion system 10 may comprise one, two, three, four, five or six propellers 12. It is highly advantageous for propellers 12 to be positioned such that the force produced by the air propulsion system 10 is substantially symmetric either side of the aircraft fuselage 2.
  • each air propulsion system motor 14 is housed, or received, in a nacelle 20.
  • Power electronics 22 relating to each motor 14 is also housed in the nacelle 20 alongside the motor 14. Whilst the power electronics 22 can alternatively be housed elsewhere in the aircraft 1, it is advantageous to house them alongside the motor 14 in the nacelle 20 so that the temperature of the power electronics 22 and motor can be managed using thermal management systems provided for both components, as will be described in greater detail below.
  • a nacelle is perhaps typically understood to relate to or be a streamlined casing (or pod) on the outside of an aircraft, especially one housing an aircraft engine or motor, or other (e.g. propulsion system) components.
  • a nacelle is alternatively or additionally described or defined as a housing, or streamlined casing, for an aircraft, in general, especially one housing an aircraft engine or motor, or other (e.g. propulsion system) components. That is, a nacelle does not need to be ‘outside’ of an aircraft or separate to an aircraft fuselage.
  • a nacelle may be located in a nose of an aircraft, in a tail of an aircraft, or in a wing, tail or fin of an aircraft.
  • a nacelle may be integral to the main body or fuselage of an aircraft, such as in the tail assembly or nose cone, and hold or house propulsion components, motors, power supplies, electronics, or other equipment on an aircraft including motors and power electronics (i.e. electronic components, or components in general associated with management or propulsion of the aircraft).
  • a thermal management system 100 is devised for managing the temperature of components housed, or received, in the nacelle 20.
  • the thermal management system 100 functions to manage the temperature of components in dependence upon the ambient temperature external to the aircraft 1.
  • Such a construction is advantageous as it may eliminate the need for additional thermal management systems for the aircraft motors 14 and power electronics 22.
  • a cooling flow of air will be constantly present during flight, or motion in general, thus allowing the motors 14 to be cooled in a manner which does not require additional energy input.
  • the thermal management system 100 is a cooling system for cooling one or more components in an aircraft nacelle 20.
  • the thermal management might involve heating of components, for example when ambient temperatures are higher than temperatures in the nacelle, or temperate of components in the nacelle.
  • Each nacelle 20 has an inner profile and an outer profile defined by inner surfaces 24 and outer surfaces 26 of the nacelle 20.
  • Each air propulsion system motor 14 and power electronics unit 22 has an outer profile defined by outer surfaces 28 of the motor 14 and outer surfaces 29 of the power electronics unit 22.
  • the outer profile, or outer surfaces 28, of each motor 14 is shaped to be conformal with the outer profile, or outer surface 26 of its respective nacelle 20.
  • the outer profile, or outer surfaces 29, of each power electronics unit 22 is shaped to be conformal with the outer profile, or outer surface 26, of its respective nacelle 20.
  • the outer profile, or outer surfaces 28, of each motor 14 is shaped to be conformal with the inner profile, or inner surface 24 of its respective nacelle 20.
  • the outer profile, or outer surfaces 29, of each power electronics unit 22 is shaped to be conformal with the inner profile, or inner surface 24, of its respective nacelle 20.
  • conformal means, in general, that the two respective components take the same general shape.
  • the components might be in contact, or close proximity, or contiguous, sufficient for thermal transfer to be effective.
  • a conformal motor 14 and power electronics unit 22 is advantageous as it not only reduces the spatial footprint of the nacelle 20, thus improving aerodynamics, but also ensures that the motor 14 and power electronics unit 22 are close to, or at, or even forming, a surface of the nacelle 20, thus improving transfer of heat from the motor 14 and electronics unit 22 to the surrounding air.
  • a thermal management system 100 can therefore be provided wherein the motor 14 and power electronics unit 22 are exposed to an external flow of air.
  • An additional advantage is that the close fitting of motor 14, power electronics unit 22 and nacelle 20 facilitates easier access to the motor 14 for maintenance and inspection.
  • the exterior profile of the nacelle 20 is defined by the nacelle outer mould line 26.
  • the outer profile, or exterior surface 28, of each motor 14 is shaped to be conformal with the exterior surface 26 of its respective nacelle 20, such that the outer profiles are contiguous, and the nacelle 20 has a continuous outer skin. This may also be described as the motor 14 being at least partially at the nacelle outer surface 26, or forming that surface. Such a construction is advantageous as part of the motor 14 is directly in contact with ambient airflow around the nacelle 20.
  • the outer profile of each motor 14 is shaped to be conformal with an interior profile of the nacelle 20 to ensure that the motor 14 is proximal to the nacelle 20 which substantially surrounds the motor 14.
  • each motor 14 closely follows the interior profile of the nacelle 20. Benefits are obtained by the motor 14 being proximal to, or closely following, the nacelle 20 in that conductive transfer of heat is improved.
  • the outer profile of each motor 14 is shaped to ensure that the motor 14 is in contact with the nacelle 20, at least at the points wherein significant heat is generated. The points of contact facilitate the conduction of heat.
  • each motor 14 is defined by thermally conductive interface members 30 which are 3D printed manifolds extending from various parts of the motor 14. Interface members 30 also extend from various parts of the power electronics 22. The interface members 30 are thus integrally formed with the motor 14 and power electronics 22. The interface members 30 substantially surround the motor 14 and power electronics 22. Whilst 3D printed manifolds are comprised in this exemplary embodiment, casting could also be used to manufacture integrally formed components and interface members 30.
  • the interface members 30 are conformal with the exterior surface 26 of the nacelle 20, such that the interface members 30 are contiguous with the exterior profile of the nacelle 20, thereby forming part of the nacelle outer mould line 26.
  • the interface members 30 therefore provide a thermally conductive path from the motor 14 to an external airflow around the nacelle 20. When the motor 14 is in use, the heat produced by the motor 14 is conducted away from the motor 14 along the conductive path.
  • the external shape of the motor 14 is therefore adapted to form the external skin of the nacelle 20.
  • the interface members 30 facilitate a weight saving, as well as a cooling benefit, as a separate nacelle 20 (or nacelle region or portion) need not be provided in addition to the interface members 30 to form a conductive path between the motor 14 and nacelle 20. That is, in an exemplary embodiment, the motor 14, in effect, is the nacelle 20.
  • an exterior surface 32 at the rear of the nacelle 20 is comprised (i.e. located) in the aircraft wing 4.
  • the exterior surface 28 of each air propulsion system motor 14 is shaped to be conformal (e.g. contiguous) with the profile of the wing in the region of the exterior surface 32 at the rear of the nacelle 20.
  • the conformal, or matching, shape of the outer profile of the motors 14 and wings 4 reduces drag and provides cooling due to airflow over the wings 4, and by extension, the nacelles 20.
  • the nacelles are mounted to the aircraft by pylons extending below the wings, or from the fuselage 2 or tail assembly 6.
  • the thermal management system 100 is for managing the temperature of one or more components in an aircraft nacelle 20.
  • the thermal management system 100 comprises a nacelle 20 having a profile and one or more electric components 14, 22 having an outer profile, the outer profile of the electric components 14, 22 being shaped to be conformal with the profile of the nacelle 20.
  • the thermal management system 100 comprises an inlet 40, opening into internal volume of the nacelle 20, and an outlet 42.
  • the inlet 40 and outlet 42 are of the type developed by the National Advisory Committee for Aeronautics (NACA).
  • NACA National Advisory Committee for Aeronautics
  • a gas flow path extends between the inlet 40 and outlet 42 through the nacelle and passes over and around the motor 14 and power electronics 22 housed within the nacelle 20.
  • the inlet 40 is shaped to provide an axisymmetric flow, which ensures that shear forces are not applied to the nacelle 20.
  • inlets 40 and/or outlets 42 might be distributed evenly or uniformly, or symmetrically, about the nacelle 20.
  • the inlet 40 can be shaped to provide cooling to specific components, or to maximise the positive pressure at the inlet 40.
  • the inlet 40 and outlet 42 are arranged to reduce ingress of particulates into the nacelle 20.
  • the inlet 40 and outlet 42 are positioned on an upper surface of the nacelle 20.
  • the inlet 40 comprises a louvre filter to reduce ingress of particulates into nacelle 20.
  • the outlet 42 might have similar functionality.
  • the inlet 40 also comprises a recirculation system for improved protection from freezing and ice build-up, which is typically an electric recirculation system, but may be a gas recirculation system.
  • the motor 14 and power electronics 22 are provided with temperature sensors.
  • the motor 14 and power electronics 22 are provided downstream in the gas flow path, so that the gas (e.g. air) can flow through the inlet 40 and over or around the motor 14 and power electronics 22, before leaving the nacelle 20 via outlet 42.
  • gas e.g. air
  • Such a thermal management system is advantageous in ensuring the motor and power electronics provided in the nacelle do not overheat.
  • a flow control system 44 is built into the outlet 42.
  • the flow control system 44 is operable to selectively control a mass flow along the gas flow path.
  • the flow control system 44 comprises an autonomous aperture control to throttle the mass flow to achieve a desired motor and/or power electronics temperature. Opening the aperture allows a greater mass flow through the nacelle 20, thus cooling the components therein. Conversely, closing the aperture reduces mass flow through the nacelle 20, allows the components housed therein to heat. Such “throttling” of the air flow allows the system to ensure that component temperature is always optimum.
  • such a flow control system could also, or alternatively, be located at the inlet 40.
  • the flow control system 44 comprises turbines comprising turbine motors.
  • the turbines are provided in addition to, or in place of, the autonomous aperture control.
  • the turbines rotate creating suction through the nacelle 20, which draws air through the nacelle 20 at a greater rate.
  • the rate of airflow through the nacelle 20 is thus a function of the rotational velocity of the turbines.
  • the turbine motors are, in this example, connected to a battery, such that a greater motor load produces an increased rate of battery charging and a reduced motor load produces a reduced rate of battery charging. Energy recovery is thus facilitated.
  • Li-Ion batteries are employed, supercapacitors and flywheels are also a feasible alternative energy accumulators or energy storage means. Exhaust air from the outlet 42 opening out of the nacelle 20 is ejected upwardly out of the nacelle 20 onto the wing upper surface.
  • the aerodynamic interference caused by the presence of the nacelle 20 can thus be controlled or offset, using the air that emerges from the nacelle outlet 42.
  • the low pressure on the upper surface of the wing 4 will augment the flow rate and provide the maximum pressure difference to induce airflow through the nacelle 20.
  • induced flow over the wing is used to relieve flow separations around and behind the nacelle.
  • induced flow over the wing can be managed by shaping of the nacelle, such as conformal shaping.
  • FIG 4 a general thermal management system 110 according to an embodiment of the present invention is shown.
  • the Figures are used to describe different general thermal management system and methods, but it will be appreciated that these might relate to the same or closely related system or method.
  • Different reference numerals have been used, simply to denote different general functions.
  • the thermal management system 110 is for managing the temperature of one or more components 14, 22 in an aircraft nacelle 20.
  • the thermal management system comprises an inlet 40 opening into the nacelle 20, an outlet 42 opening out of the nacelle 20, a gas flow path extending between the inlet 40 and outlet 42 and at least proximal to the components to manage the component temperature, and a flow control system 44 for selectively controlling a mass flow along the gas flow path.
  • Step 46 comprises providing a thermal management system comprising an inlet 40 opening into the nacelle 20, an outlet 42 opening out of the nacelle 20, a gas flow path extending between the inlet 40 and outlet 42 and at least proximal to the components 14, 22.
  • Step 48 comprises controlling a mass flow along the gas flow path to control the temperature of the components 14, 22.
  • an airflow generator 50 is provided in the nacelle 20.
  • the airflow generator 50 is positioned forward of the motor 14 and power electronics in the nacelle 20.
  • the airflow generator 50 is configured to generate an airflow past components within the nacelle 20.
  • the airflow generator 50 is positioned forward of the components and is therefore configured to provide an airflow past the components, the airflow being toward a rear of the nacelle 20.
  • the airflow generator 50 could be positioned rearward of the components, and therefore configured to draw airflow past the components from a different position.
  • the airflow generator 50 comprises a fan 52 operably connected to the rotating drive shaft 54 of the motor 14.
  • the drive shaft 54 extends through the central hub of the fan 52 such that the fan 52 and drive shaft 54 are coaxial, and the fan 52 is fixed to the drive shaft 54 such that rotation of the drive shaft 54 induces equivalent rotation of the fan 52.
  • the airflow generator 50 is directly driven by the drive shaft 54. This means that there is synergy, in that driving of the propellers 12 will cause heating of the motor 14, but such driving also causes rotate of fan 52, which serves to cool the motor 12.
  • the inlets and outlets of the previous embodiment may be useful for facilitating such an airflow, or an improved airflow.
  • the thermal management system 110 comprises an airflow generator 50, an inlet 40 opening into the nacelle 20 and an outlet 42 opening out of the nacelle 20 defining a gas flow path, as described above.
  • the airflow generator 50 is positioned upstream of the motor 14 and power electronics 22 in the gas flow path. Operation of the airflow generator 50 creates a region of lower pressure within the nacelle 20, which draws air through the inlet 40 into the nacelle 20 from outside the nacelle 20.
  • the airflow generator 50 comprises a radial compressor operably connected to the drive shaft 54.
  • Cooling of the motor 14 and power electronics 22 is critical to performance, and such a system can induce improved air flow through the nacelle when compared with a simpler inlet/outlet, or “ram air”, system.
  • Rotational velocity of the airflow generator 50 is controllable to control the mass flow of air through the nacelle 20.
  • the airflow generator could take the form of an internal surface (that is, facing into the nacelle) of a hub for the propeller, such that a dedicated, separate component (e.g. a fan) is not required.
  • the internal surface could be shaped or textured to provide or drive such air flow.
  • the thermal management system 100 is for managing the temperature of one or more components 14, 22 in an aircraft nacelle.
  • the thermal management system 100 comprises an airflow generator 50 provided within the nacelle 20, the airflow generator 50 configured to provide an airflow past components 14, 22 within the nacelle 20.
  • Step 56 comprises providing a thermal management system comprising an airflow generator provided within the nacelle.
  • Step 58 comprises generating an airflow within the nacelle to control the temperature of the one or more components in the nacelle.
  • the air propulsion system 6 comprises propellers 12 and air propulsion system motors 14 arranged to drive the propellers 12.
  • the propellers 12 are connected to the motors 14 via a drive shaft 54 and the central hub 60 of the propeller 12 is fixed to the drive shaft 54 such that rotation of the drive shaft 54 induces propeller rotation.
  • a substantially conical fairing 62, or nose cone, is provided over the hub 60.
  • the fairing tip is the foremost point of the propeller/nacelle construction. Thus, in flight, it experiences maximum positive pressure or “stagnation pressure”.
  • the fairing 62 and hub 60 comprise apertures 64 for facilitating airflow into the nacelle 20 via the apertures 64.
  • the apertures 64 open into flow paths through the hub 60 and fairing 62.
  • the hub 60 comprises an inlet opening into a hub duct defining a flow path formed within the hub, and an outlet opening out of the duct into the nacelle 20.
  • the fairing 62 comprises an inlet opening into a fairing duct defining a flow path formed within the fairing 62, and an outlet opening out of the duct into the hub aperture.
  • the fairing 62 is 3D printed to form a fairing 62 that is hollow and comprises airflow channels 66 integrally formed within the ducting. The channels 66 allow high pressure air to flow through the fairing 62, around the bearings of the hub 60, and into the nacelle 20 to provide a cooling airflow.
  • the internal channels 66 is shaped to form an axial compressor.
  • the fairing 62 is fixed over the propeller hub 60 and rotation of the fairing energises the airflow. Whilst in this exemplary embodiment the fairing 62 is 3D printed, it could be cast to form the fairing comprising integrally formed airflow channels 66.
  • a construction enables cooling air flow into the nacelle 20 even when the aircraft 1 is not in flight, or in motion.
  • the aircraft 1 is often required to wait until space becomes available on the runway for takeoff.
  • the aircraft 1 sits with the propellers 12 rotating, but the brakes applied such that the aircraft 1 has no forward velocity.
  • a propeller fairing 62 comprises channels 66 for drawing air into the nacelle, rotation of the propellers 12 creates a cooling airflow through the nacelle 20 even when the aircraft 1 has no forward velocity.
  • both the fairing 62 and hub 60 comprise apertures 64, it will be appreciated by the person skilled in the art that a fairing 62 need not be provided, and the hub 60 may be shaped, or comprise integrally formed and appropriately shaped manifolds, to form a hub 60 with a conical frontward portion.
  • the thermal management system 130 is for managing the temperature of one or more components 14, 22 in an aircraft nacelle 20.
  • the thermal management system comprises a rotatable hub 60 of an aircraft propulsion system 6, the hub 60 comprising an aperture 64 for facilitating airflow into the nacelle 20 via the aperture 64.
  • Step 68 comprises providing a thermal management system comprising a rotatable hub of an aircraft propulsion system, the rotatable hub comprising an aperture for facilitating airflow into the nacelle 20 via the aperture 64.
  • Step 70 comprises generating an airflow within the nacelle via the aperture to control the temperature of the one or more components in the nacelle. This could be via general airflow, airflow due to movement of the aircraft, or driven airflow (e.g. using an airflow generator).
  • the thermal management system 200 is for managing the temperature of energy storage devices, which in this exemplary embodiment is a battery pack 202 located in the tail cone 204 (only a portion of a cross-section of which is shown in Figure 12).
  • the energy storage device may additionally or alternatively be a fuel cell 201.
  • the thermal management system 200 functions to manage the temperature of the battery packs 202 in dependence upon the ambient temperature external to the aircraft 1. This construction is advantageous as it may eliminate the need for additional thermal management systems for the energy storage devices 202, for example additional thermal management systems that draw power from on-board power supplies.
  • a cooling flow of air is constantly present during flight, or motion in general, thus allowing the batteries 202 to be cooled in a manner which does not require additional energy input.
  • the thermal management system 200 comprises a skin portion 208 of fuselage 2 and tail cone 204. As illustrated in Figure 12, the skin portion208 has an inner profile and an outer profile defined by inner surfaces 210 and outer surfaces 212 of the skin portion 208. Each battery 202 has an outer profile defined by outer surfaces 214 of the batteries 18, 202. In the thermal management system 200, the outer profile, or outer surfaces 214, of the battery 202 is shaped to be conformal with the profile of the skin portion. In one exemplary embodiment, the outer surface is shaped to be conformal with the inner profile, or inner surface, of the skin portion 208. In another exemplary embodiment, the outer surface of the battery 202 is shaped to be conformal with the outer profile, or outer surface, of the skin portion.
  • the thermal management system 200 does not require a power source, and passive cooling of battery packs 202 is thus enabled. Shape conformity might also allow for a more compact overall design, or space can be saved for other components.
  • the thermal management system 200 is for managing the temperature of battery pack 202 located in tail cone 204, it will be understood by the person skilled in the art that the thermal management system 200 may be used to manage the temperature of battery pack 18 installed in fuselage 2, and conformal to skin portion 206, as shown in Figure 1. That is, the outer profile, or outer surfaces, of battery 18 can be shaped to be conformal with the outer profile of skin portion 16. Further modifications and adaptations are consistent with this disclosure.
  • the thermal management system 200 is for managing the temperature of battery pack 18 installed in the wing. That is, the thermal management system 200 may be employed in the belly fairing skin contour, or in the over wing fairing 4 for high wing configurations. It will become clear from the description that installing and shaping the battery pack 18 to the belly fairing skin contour or over-wing fairing facilitates efficient cooling.
  • conformal means, in general, that the two respective components take the same general shape.
  • the components might be in contact, or close proximity, or contiguous, for sufficient for thermal transfer to be effective.
  • a conformal energy storage device is advantageous as it not only reduces the spatial footprint of the fuselage 2 and tail cone 204, thus improving aerodynamics, but also ensures that the battery pack 202 is close to, or at, or even forming, a surface of the skin portion, thus improving transfer of heat from the battery pack 202 to the surrounding air.
  • a thermal management system 200 can therefore be provided wherein the battery pack 202 are exposed to an external flow of air.
  • An additional advantage is that the close fitting of battery pack 202 and skin portion facilitates easy access to the battery pack202 for maintenance and inspection.
  • the exterior profile of the fuselage 2 and tail cone 204 is defined by the outer mould line.
  • the outer profile, or exterior surface, of the battery pack202 is shaped to be conformal with the exterior surface of the skin portion where it is located, such that the outer profiles are contiguous, and the fuselage 2 or tail cone 204 has a continuous outer skin. This may also be described as the battery being at lest partially at the skin portion outer surface, or forming that surface. Such a construction is advantageous as part of the battery is directly in contact with ambient airflow around the outer mould line.
  • the outer profile of each battery pack 202 is shaped to be conformal with an interior profile of the skin portion to ensure that the battery is proximal to the skin portion which substantially surrounds the battery.
  • each battery closely follows the interior profile of the skin portion. Benefits are obtained by the battery pack 202 being proximal to, or closely following, the nacelle in that conductive transfer of heat is improved.
  • the outer profile of each battery is shaped such that the battery pack 202 is in contact with the skin portion, at least at the regions wherein significant heat is generated. The regions of contact facilitate conduction of heat from the battery pack 202 to the skin portion, and thus to the external airflow.
  • a heat transfer member 216 in the form of a conductive plate may be arranged between the battery 202 and the skin portion 208, or form part of the outer surface of the battery 202.
  • the heat transfer member is arranged to conduct heat away from the battery 202 toward the skin portion 208.
  • the heat transfer member 216 defines a conductive path to facilitate this.
  • the heat transfer member 216 is conformal to the outer profile of the battery 202 and the inner profile of the skin portion 208.
  • the heat transfer member 216 is integrated into the skin portion profile to extend part way through the skin portion 208. That is, the heat transfer member 216 is embedded in the skin portion 208. Such a construction maximises contact with the skin portion, ensuring good thermal contact between the battery pack202 and skin portion 208.
  • the heat transfer member 216 is integrated in the skin portion 208 to extend completely through the skin portion 208, and may be contiguous to the skin portion outer surface. Direct contact with the external cooling airflow results, advantageously improving heat transfer.
  • the heat transfer member 216 may be integrated into, the battery 202. The concept might at first appear simple. However, it is powerful and advantageous, and is a good demonstration of the more holistic approach to hybrid, or fully electric, aircraft design and manufacture disclosed herein, as opposed to simply forcing electric principles into combustion-focussed designs.
  • thermal management system 220 is shown.
  • the thermal management system 220 is for managing the temperature of the aircraft wing 4. Managing the temperature of the wing may involve selectively heating or cooling the wing. Ultimately, in this example, thermal management system 220 is operable to, in use, manage the temperature of the wing to prevent build up of ice.
  • the system 220 is substantially symmetrical either side of nacelle 20.
  • the thermal management system 220 comprises an arrangement of conduits 222 defining a gas flow path.
  • a first conduit 222a extends through the nacelle 20, for example from front to back.
  • the first conduit 222a defines a first gas flow path portion 224a.
  • a second conduit 222b is in fluid connection with the first conduit 222a.
  • the second conduit 222b extends from the nacelle 20, and through the aircraft wing 4.
  • the second conduit 222b defines a second gas flow path portion 224b.
  • air propulsion system motors 14 and power electronics 22 are received in a nacelle 20.
  • the first gas flow path portion 224a extending through the nacelle is arranged to direct a flow of gas across and around the motor 14 and power electronics 22. A transfer of heat is thus facilitated between the gas flowing through the first conduit 222a and the components 14, 22. This is advantageous as it enables thermal management of the motor 14 and power electronics 22 by cooling the components 14, 22, and, advantageously heating the gas for subsequent use in thermal management of the wing 4.
  • the gas flow is created by a turbine (not shown) located in the first conduit 222a, which is drivable to induce a flow of gas through the conduits 222a, 222b.
  • the first gas flow path portion 224a comprises an inlet 226 opening into the first gas flow path portion 224a from a frontward (that is, with respect to aircraft travel direction) surface. That is, alternatively, the inlet may be inlet 40 described in relation to Figure 2, or may be aperture 64 and channels 66 opening into the nacelle 20 through the propeller hub 60, as described in relation to Figure 9.
  • a first outlet 228 opens from the first gas flow path portion 224a (that is, from the first conduit 222a) into the second gas flow path portion 224b (that is, into the second conduit).
  • Such an outlet may therefore be described as an “internally” opening outlet 228, because it opens internal to the conduit arrangement.
  • the second gas flow path portion 224b is in fluid connection with the first gas flow path portion 224a, and the flow of gas is receivable from the first flow path portion 224a by the second gas flow path portion 224b to direct the flow of gas to the wing.
  • the second gas flow path portion 224b connected to the first gas flow path portion 224a downstream of the region in which the first gas flow path portion 224a passes the motor 14 and power electronics 22, such that gas entering the second gas flow path portion 224b is gas which has been heated by transfer of heat between the components and the gas flow upstream in the first conduit 222a. This is advantageous as the heated gas can be directed to the wing 4 for thermal management of the wing 4.
  • the second conduit 222b extends through the leading edge of the wing 4.
  • the second gas flow path portion 224b is thus configured to direct a flow of heated gas through the leading edge of the wing 4.
  • this causes heating of the leading edge of the wing 4, on which it is highly desirable to prevent build-up of ice, or to remove ice (e.g. prior to flight).
  • the leading edge of the wing 4 may also house power cables (not shown), and the gas flow along the second gas flow path portion 224b may also manage the temperature of such cables, by cooling or heating (depending on relative temperatures between the gas flow and cables).
  • An outlet 230 opens out of the second flow path portion 224b (that is, from the second conduit 222b) to facilitate the expulsion or discharge of gas from the second conduit 222b to the environment, e.g. from the wing.
  • Such an outlet may therefore be described as an “externally” opening outlet 230, because it opens external to the conduit arrangement 222.
  • the heated gas which passes along the second conduit 222b is used to heat the wing 4, transferring its heat to the wing 4, and the cooled or cooler gas can be discharged from the wing 4 via the outlet opening from the second conduit 222b.
  • the outlet 230 is provided at a downstream end of the second conduit 222b, distal the first outlet 228.
  • outlet 230 may be proximal to the wing tip 232.
  • this allows the heated gas to travel the full length of the wing 4, ensuring thermal management of the full wing length.
  • the outlet 230 may be located such that a pressure difference is created along the second conduit 222b, to maximise the draw of gas from the first conduit 222a to the second conduit 222b.
  • this construction is robust and reliable, and may mean that no active (e.g. turbine) propulsion of the air flow is required.
  • discharging gas at the wing tip is advantageous in mitigating negative aerodynamic effects or turbulent flows near the aircraft.
  • An additional, second, outlet 234 opens from the first gas flow path 224a (that is, from the first conduit 222a) to facilitate the expulsion or discharge of gas from the first conduit 222a to the environment, e.g. from the nacelle 20.
  • Such an outlet 234 may therefore be described as externally opening outlet 234, opening out of the first flow path portion.
  • the second outlet allows a flow of gas to be discharged from the first flow path portion 224a (and from the thermal management system 220), without the gas propagating through the second flow path portion 224b.
  • the second outlet 234 is formed in a rearward surface of the nacelle 20.
  • the thermal management system 220 further comprises a flow control system arranged to selectively control a mass flow of gas along the second gas flow path portion 224b.
  • the flow control system comprises a valve 240, or other flow regulator, positioned at the junction between the first conduit 222a and second conduit 222b.
  • the valve 240 is controllable to selectively control a mass flow of gas which is allowed to enter the second conduit 222b to propagate along the second flow path portion 224b.
  • an arrangement of temperature sensors 242 may be provided on the wing leading edge, and the valve 240 may be controllable in dependence upon, or as a function of, the sensed temperature.
  • the valve 240 may be controlled to allow an appropriate mass flow of gas along the second conduit 222b to facilitate heating of the wing.
  • the valve may be controlled to cause a mass flow of gas to pass straight through the first conduit 222a and discharged from the second outlet 234.
  • this selective thermal management ensures that ice build up is prevented, and that the wing surfaces are maintained at a safe operating temperature.
  • the valve 240 may be operable under the influence of pressure.
  • this construction is robust and reliable, and does not rely on feedback from other systems.
  • the flow control system is therefore arranged to divert gas from the first conduit 222a into the second conduit 222b. That is, the flow control system is arranged to selectively divert the flow of gas toward the externally opening outlet 234 of the first flow path portion 224a, or to allow a flow of gas through the internally opening outlet 228 of the first flow path portion 224a.
  • This allows selective control of the mass flow of gas along the second flow path portion, and thus allows thermal management of the wing to be performed. That is, heating of the wing 4 is controllable using a gas flow which has been used to cool the motor 14 and power electronics 22, thus heating the gas, and then the gas can be selectively allowed to pass into the second conduit 222b for heating the leading edge of the wing 4.
  • the cooled air is then discharged from the wing tip, which advantageously minimises aerodynamic disruption of the thermal management system 220.
  • the system 220 is reliable, and ensures that the wing is maintained at a safe operating temperature. Furthermore, it does not result in a loss of motor thrust or a loss of power generation during operation.
  • Figure 14 shows general methodology principles associated with a thermal management system.
  • the method is a method of managing the temperature of an aircraft wing.
  • Step 250 comprises providing a gas flow path comprising a first flow path portion and a second flow path portion.
  • Step 252 comprises directing a flow of gas along the first flow path portion at least proximal to an aircraft component for managing the component temperature.
  • Step 254 comprises arranging the second flow path portion to receive the flow of gas from the first flow path portion and directing the flow of gas to the wing for managing the temperature of the wing.
  • gas flow management approaches discussed herein are synergistic, in that ambient air can be used to cool components that are too hot, and then resultant heated air can be used to heat components that are too cold.
  • Such systems facilitate cooling, both whilst the aircraft is in flight, or stationary.
  • Exemplary embodiments of these systems are energy efficient and require little or no electrical power to operate.
  • Other exemplary embodiments facilitate energy recovery whilst also providing cooling.
  • Accurate control of component temperature is facilitated by the provision of flow control systems, airflow generation within the nacelle and propeller hub and fairing design.
  • Systems provided are mechanically simple, robust and reliable. Described systems ensure safe operating temperatures of electronic components and the aircraft body, in particular the wings, and do not impose a loss of thrust or electrical generation.
  • the systems can be provided in new aircraft or can be retrofitted in existing aircraft to provide improved performance during the various stages of aircraft flight.
  • At least some of the example embodiments described herein may be constructed, partially or wholly, using dedicated special-purpose hardware.
  • Terms such as ‘component’, ‘module’ or ‘unit’ used herein may include, but are not limited to, a hardware device, such as circuitry in the form of discrete or integrated components, a Field Programmable Gate Array (FPGA) or Application Specific Integrated Circuit (ASIC), which performs certain tasks or provides the associated functionality.
  • FPGA Field Programmable Gate Array
  • ASIC Application Specific Integrated Circuit
  • the described elements may be configured to reside on a tangible, persistent, addressable storage medium and may be configured to execute on one or more processors.
  • These functional elements may in some embodiments include, by way of example, components, such as software components, object-oriented software components, class components and task components, processes, functions, attributes, procedures, subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays, and variables.
  • components such as software components, object-oriented software components, class components and task components, processes, functions, attributes, procedures, subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays, and variables.
  • the invention is not restricted to the details of the foregoing embodiment(s).
  • the invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.
  • the invention and above-described features, elements and systems may be adopted or deployed in other transportation and vehicular systems, aerial or otherwise, such as in manned or unmanned drones.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
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  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
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  • General Health & Medical Sciences (AREA)
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  • Health & Medical Sciences (AREA)
  • Botany (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Wind Motors (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Radiation Pyrometers (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Control Of Multiple Motors (AREA)
  • Road Paving Structures (AREA)
  • Moulding By Coating Moulds (AREA)
  • Laminated Bodies (AREA)
  • Tires In General (AREA)
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EP20866958.0A 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge Withdrawn EP4061717A2 (de)

Applications Claiming Priority (25)

Application Number Priority Date Filing Date Title
GB1914227.2A GB2593417A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1914220.7A GB2587637A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1914224.9A GB2589300A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1914225.6A GB2593416A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1914223.1A GB2589299A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1914219.9A GB2587636A (en) 2019-10-02 2019-10-02 Systems and methods for aircraft
GB1916138.9A GB2587670A (en) 2019-10-02 2019-11-06 Systems and methods for aircraft
GB1916136.3A GB2587668A (en) 2019-10-02 2019-11-06 Systems and methods for aircraft
GB1916139.7A GB2587671A (en) 2019-10-02 2019-11-06 Systems and methods for aircraft
GB1916137.1A GB2587669A (en) 2019-10-02 2019-11-06 Systems and methods for aircraft
GB1917074.5A GB2587674A (en) 2019-10-02 2019-11-22 Systems and methods for aircraft
GB2003500.2A GB2587681A (en) 2019-10-02 2020-03-11 Systems, arrangements, Structures and methods for aircraft
GB2003496.3A GB2587678A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003505.1A GB2587686A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003503.6A GB2587684A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003502.8A GB2587683A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003513.5A GB2587824A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003509.3A GB2593445A (en) 2019-10-02 2020-03-11 Systems and methods for aircraft
GB2003498.9A GB2587680A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003504.4A GB2587685A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003511.9A GB2587687A (en) 2019-10-02 2020-03-11 Systems and methods for aircraft
GB2003512.7A GB2587823A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003501.0A GB2587682A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
GB2003497.1A GB2587679A (en) 2019-10-02 2020-03-11 Systems, arrangements, structures and methods for aircraft
PCT/GB2020/052385 WO2021064386A2 (en) 2019-10-02 2020-10-01 Systems and methods for aircraft

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Publication Number Publication Date
EP4061717A2 true EP4061717A2 (de) 2022-09-28

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EP20866963.0A Withdrawn EP4061721A2 (de) 2019-10-02 2020-10-01 Stromverwaltungssystem für flugzeug
EP20866964.8A Withdrawn EP4059004A2 (de) 2019-10-02 2020-10-01 Energieverwaltungssystem zum verwalten des niveaus einer energiespeichervorrichtung in einem flugzeug
EP20864295.9A Withdrawn EP4058349A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864292.6A Withdrawn EP4058347A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864296.7A Withdrawn EP4061725A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864298.3A Withdrawn EP4066225A2 (de) 2019-10-02 2020-10-01 Energieverwaltungssystem zur verwaltung von elektrischen energiequellen in flugzeugen
EP20866961.4A Withdrawn EP4058352A2 (de) 2019-10-02 2020-10-01 Flugzeugantriebsverwaltungssystem
EP20866953.1A Withdrawn EP4061714A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864293.4A Withdrawn EP4058360A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866956.4A Withdrawn EP4058355A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20866962.2A Withdrawn EP4061707A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864291.8A Withdrawn EP4061705A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866957.2A Pending EP4061706A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20786032.1A Pending EP4061724A1 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866958.0A Withdrawn EP4061717A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866959.8A Pending EP4058358A2 (de) 2019-10-02 2020-10-01 Stromversorgungsüberwachungssystem für ein flugzeug
EP20864300.7A Withdrawn EP4058348A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864294.2A Withdrawn EP4058359A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864297.5A Pending EP4061719A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866954.9A Withdrawn EP4061720A2 (de) 2019-10-02 2020-10-01 Antriebssystem für ein elektrisches flugzeug
EP20866982.0A Withdrawn EP4061722A2 (de) 2019-10-02 2020-10-01 Aufbau eines stromversorgungssystems eines flugzeugs mit elektrischem generator
EP20866960.6A Withdrawn EP4058356A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864299.1A Withdrawn EP4058361A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866955.6A Pending EP4061715A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge

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EP20866963.0A Withdrawn EP4061721A2 (de) 2019-10-02 2020-10-01 Stromverwaltungssystem für flugzeug
EP20866964.8A Withdrawn EP4059004A2 (de) 2019-10-02 2020-10-01 Energieverwaltungssystem zum verwalten des niveaus einer energiespeichervorrichtung in einem flugzeug
EP20864295.9A Withdrawn EP4058349A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864292.6A Withdrawn EP4058347A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864296.7A Withdrawn EP4061725A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864298.3A Withdrawn EP4066225A2 (de) 2019-10-02 2020-10-01 Energieverwaltungssystem zur verwaltung von elektrischen energiequellen in flugzeugen
EP20866961.4A Withdrawn EP4058352A2 (de) 2019-10-02 2020-10-01 Flugzeugantriebsverwaltungssystem
EP20866953.1A Withdrawn EP4061714A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864293.4A Withdrawn EP4058360A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866956.4A Withdrawn EP4058355A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20866962.2A Withdrawn EP4061707A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864291.8A Withdrawn EP4061705A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866957.2A Pending EP4061706A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20786032.1A Pending EP4061724A1 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge

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EP20866959.8A Pending EP4058358A2 (de) 2019-10-02 2020-10-01 Stromversorgungsüberwachungssystem für ein flugzeug
EP20864300.7A Withdrawn EP4058348A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864294.2A Withdrawn EP4058359A2 (de) 2019-10-02 2020-10-01 Systeme, anordnungen, strukturen und verfahren für flugzeuge
EP20864297.5A Pending EP4061719A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866954.9A Withdrawn EP4061720A2 (de) 2019-10-02 2020-10-01 Antriebssystem für ein elektrisches flugzeug
EP20866982.0A Withdrawn EP4061722A2 (de) 2019-10-02 2020-10-01 Aufbau eines stromversorgungssystems eines flugzeugs mit elektrischem generator
EP20866960.6A Withdrawn EP4058356A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20864299.1A Withdrawn EP4058361A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge
EP20866955.6A Pending EP4061715A2 (de) 2019-10-02 2020-10-01 Systeme und verfahren für flugzeuge

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