Active landing gear damper

Patent metadata

Field	Value
Publication number	US-10569865-B2
Application number	US-201816104680-A
Country	US
Kind code	B2
Filing date	Aug 17, 2018
Priority date	Feb 24, 2014
Publication date	Feb 25, 2020
Grant date	Feb 25, 2020

Abstract

An active landing gear damping system and method for decelerating a vehicle during a terrain impact event, such as an aircraft landing or crash. The system monitors aircraft state data and terrain information to predict an impact of the vehicle with the terrain. The system can then determine a target damper force for each landing gear of the vehicle and a predicted damper velocity at the time of impact. Each landing gear can include an adjustable damper valve, wherein adjustment of the damper valves varies the damping coefficient of the respective dampers. The system can adjust valves of the respective dampers to provide the target force based on the predicted damper velocity. After an impact begins, the system can continuously monitor and adjust the valve to maintain the target force.

First claim

What is claimed is:

1. A method for damping an impact of a vehicle, the method comprising:
predicting impact parameters of the vehicle, the vehicle including a plurality of terrain supports, wherein each terrain support is coupled to the vehicle by a suspension component, wherein each suspension component comprises an adjustable damper, and wherein each adjustable damper has an adjustable damping coefficient;
determining a target damper force for each damper;
determining a predicted initial impact damper velocity for each damper;
adjusting the adjustable damper of each suspension component to achieve the target damper force based on the respective initial impact damper velocities; and
thereafter, adjusting the adjustable damper of each suspension component to reduce differences between actual damping forces and the target damping forces of respective dampers.

2. The method of claim 1 , wherein the vehicle is an aircraft, and wherein predicting the impact parameters of the vehicle comprises predicting at least one of:
a terrain type;
an aircraft impact velocity;
an aircraft attitude relative to the terrain at time of impact;
an aircraft gross weight at time of impact; and
an aircraft center of gravity at time of impact.

3. The method of claim 2 , wherein predicting the aircraft impact velocity comprises:
receiving aircraft state data comprising at least one of:
pitch, pitch rate, and pitch acceleration data;
roll, roll rate, and roll acceleration data;
yaw, yaw rate, and yaw acceleration data;
a three-dimensional velocity vector;
a three-dimensional acceleration vector;
a position; and
an altitude above ground level; and

calculating from the received aircraft state data a predicted trajectory of the aircraft into terrain,
wherein the predicted aircraft impact velocity comprises the velocity of the aircraft at a point along the predicted trajectory that the trajectory intersects terrain.

4. The method of claim 2 , wherein predicting the aircraft attitude relative to the terrain at the time of impact comprises:
calculating an aircraft pitch at the time of impact from the pitch, pitch rate, and pitch acceleration;
calculating an aircraft roll at the time of impact from the roll, roll rate, and roll acceleration; and
calculating an aircraft yaw at the time of impact from the yaw, yaw rate, and yaw acceleration.

5. The method of claim 2 , wherein predicting a terrain type comprises predicting at least one of: a terrain elevation, a terrain slope, and a terrain surface type.

6. The method of claim 2 , wherein the impact parameters further comprise lift generated by the aircraft at the time of impact.

7. A method comprising:
receiving state data of a vehicle;
receiving terrain information;
determining, using the state data and the terrain information, one or more impact parameters of the vehicle, wherein the vehicle comprises a body and a terrain support coupled with the body via a suspension system;
determining, using the one or more impact parameters, a target damper force and an initial damper velocity for an adjustable damper of the suspension system;
positioning a damper valve in a first position, wherein the adjustable damper has a damping coefficient resulting in the target damper force at the initial damper velocity; and
positioning the damper valve in a second position to reduce a difference between an actual damper force and the target damper force.

8. The method of claim 7 , wherein the one or more impact parameters comprise a predicted impact location and one or more of:
an impact velocity; and
an impact attitude.

9. The method of claim 8 , wherein the one or more impact parameters further comprise one or more of:
a weight at time of impact; and
a center of gravity at time of impact.

10. The method of claim 7 , wherein the state data comprises one or more of:
pitch information describing one or more of a pitch, a pitch rate, and a pitch acceleration of the vehicle;
roll information describing one or more of a roll, a roll rate, and a roll acceleration of the vehicle;
yaw information describing one or more of a yaw, a yaw rate, and a yaw acceleration of the vehicle;
a three-dimensional velocity vector;
a three-dimensional acceleration vector;
a position of the vehicle;
an altitude;
a weight; and
a center of gravity.

11. The method of claim 7 , wherein the one or more impact parameters comprise an impact attitude,
wherein determining the target damper force is based on a target load factor and the one or more impact parameters, and
wherein determining the initial damper velocity is based on the one or more impact parameters.

12. The method of claim 7 , wherein the terrain information comprises one or more of:
a terrain elevation;
a terrain slope; and
a terrain surface type.

13. The method of claim 7 , wherein the adjustable damper further comprises a motor operable to adjust a position of the damper valve.

14. The method of claim 13 , wherein the motor comprises a continuously adjustable servomotor.

15. The method of claim 13 , wherein adjusting the position of the damper valve comprises:
applying torque from the motor to a gearbox; and
applying a multiplied torque from the gearbox to the damper valve.

16. The method of claim 7 , wherein the adjustable damper further comprises:
a cylinder defining a damper volume therein; and
a housing arranged at an end of the cylinder,
wherein the damper valve is arranged in a portion of the housing extending past a wall of the cylinder,
wherein the housing defines a channel therein that is in fluid communication with the damper volume and with the damper valve, and
wherein the damper valve defines a valve channel that is rotatable relative to the channel to provide varying degrees of alignment between the channel and the valve channel, such that rotation of the damper valve changes the damping coefficient of the adjustable damper.

17. The method of claim 7 , further comprising:
predicting an impact event, wherein determining the target damper force and the initial damper velocity is responsive to predicting the impact event, and
wherein positioning the damper valve in the second position is performed within a duration of the impact event.

18. The method of claim 17 , wherein the target damper force is substantially maintained for the duration of the impact event.

19. The method of claim 17 , further comprising:
determining that the impact event is complete responsive to determining that the damper valve is in a fully-closed position.

20. The method of claim 17 , further comprising:
determining that the impact event is complete responsive to determining that a force, detected by a damper force sensor of the adjustable damper, has not changed in a threshold time period.

Assignees

• Boeing Co

Inventors

• Birchette Terrence S
• Bolukbasi Akif O

Classifications

• B64C25/58 Primary

  Arrangements or adaptations of shock-absorbers or springs (shimmy-dampers B64C25/50) · CPC title

• B64C25/60 Primary

  Oleo legs · CPC title

• B64D45/00

  Aircraft indicators or protectors not otherwise provided for · CPC title