Aircraft weight and center of mass estimation system

Patent metadata

Field	Value
Publication number	US-2022011189-A1
Application number	US-202016927813-A
Country	US
Kind code	A1
Filing date	Jul 13, 2020
Priority date	Jul 13, 2020
Publication date	Jan 13, 2022
Grant date	—

Abstract

A system and various methods for determining a center of mass of an aircraft with a plurality of shock strut assemblies is illustrated. Multiple sensors, including a gas pressure sensor, and/or a position sensor, may be used to gather data and determine the center of mass of the aircraft. Various methods illustrated herein may evaluate the center of mass relative to a wheelbase axis and a wheel tread axis based on the gathered data.

First claim

1 . A method for estimating a center of mass of an aircraft via a shock strut system comprising:
receiving, by a processor, a first gas pressure data of a first shock strut from a takeoff phase to a landing phase of the aircraft from a first gas pressure sensor; receiving, by the processor, a second gas pressure data of a second shock strut from the takeoff phase to the landing phase of the aircraft from a second gas pressure sensor; receiving, by the processor, a third gas pressure data of a third shock strut from the takeoff phase to the landing phase of the aircraft from a third gas pressure sensor; determining, by the processor, the center of mass of the aircraft based on the first gas pressure data, the second gas pressure data, the third gas pressure data, a wheel tread distance, a wheelbase distance, and landing gear rake angles; and transmitting, by the processor, the center of mass of the aircraft to a device.

2 . The method of claim 1 , wherein the takeoff phase is determined by sensing at least one of a first gas pressure in the first gas pressure data, a second gas pressure in the second gas pressure data, a third gas pressure in the third gas pressure data, being less than a threshold pressure.

3 . The method of claim 2 , wherein the landing phase is determined by sensing at least one of the first gas pressure in the first gas pressure data, the second gas pressure in the second gas pressure data, the third gas pressure in the third gas pressure data, rises and then remains substantially constant over a predetermined period of time.

4 . The method of claim 1 , further comprising:
receiving, by the processor, a first stroke of the first shock strut from the takeoff phase to the landing phase of the aircraft from a first position sensor; receiving, by the processor, a second stroke of the second shock strut from the takeoff phase to the landing phase of the aircraft from a second position sensor; receiving, by the processor, a third stroke of the third shock strut from the takeoff phase to the landing phase from a third position sensor; and determining, by the processor, the takeoff phase by receiving a near fully extended stroke measurement from at least one of the first position sensor, the second position sensor, and the third position sensor.

5 . The method of claim 4 , further comprising determining, by the processor, the landing phase by at least one of:
receiving the near fully extended stroke measurement and a minimum stroke below a stroke threshold over a predetermined period of time from at least one of the first position sensor, the second position sensor, and the third position sensor; receiving for a first period time in the predetermined period of time the minimum stroke; and receiving in a second period of time in the predetermined period of time the near fully extended stroke measurement.

6 . The method of claim 1 , further comprising calculating a first force data based on the first gas pressure data, calculating a second force data based on the second gas pressure data, and calculating a third force data based on the third gas pressure data, wherein determining the center of mass of the aircraft further comprises averaging by the processor, a portion of the first force data of the first shock strut, averaging a second portion of the second force data of the second shock strut, and averaging a third portion of the third force data of the third shock strut from the takeoff phase to the landing phase.

7 . The method of claim 1 , wherein the center of mass is determined in a horizontal plane.

8 . A center of mass estimation system, comprising:
an aircraft; a landing gear arrangement including:
a right hand side (RHS) landing gear assembly having a first shock strut with a first pressure sensor;
a left hand side (LHS) landing gear assembly having a second shock strut with a second pressure sensor, the LHS landing gear assembly and the RHS landing gear assembly separated by a wheel tread distance along a wheel tread axis;
a center landing gear assembly having a third shock strut having a third pressure sensor, the center landing gear assembly separated from the wheel tread axis by a wheelbase distance along a wheelbase axis, the wheelbase axis being perpendicular to the wheel tread axis; and
a controller in electrical communication with the first pressure sensor, the second pressure sensor, and the third pressure sensor; and a device electrically coupled to the controller, the device configured to receive a center of mass estimation along a horizontal plane, the horizontal plane defined by the wheel tread axis and the wheelbase axis, wherein the controller is configured to:
receive a first pressure data from the first pressure sensor, receive a second pressure data from the second pressure sensor, and receive a third pressure data from the third pressure sensor from a takeoff phase to a landing phase of the aircraft,
determine, based on the first pressure data, the second pressure data, and the third pressure data, the center of mass estimation, and
transmit the center of mass estimation to the device.

9 . (canceled)

10 . The center of mass estimation system of claim 8 , wherein the controller is configured to average a first portion of the first pressure data measured from the takeoff phase to the landing phase, average a second portion of the second pressure data measured from the takeoff phase to the landing phase, and average a third portion of the third pressure data from the takeoff phase to the landing phase.

11 . The center of mass estimation system of claim 10 , wherein the controller is configured to determine a center of mass lateral distance from the wheelbase axis and a center of mass longitudinal distance from the wheel tread axis.

12 . The center of mass estimation system of claim 10 , wherein the controller is configured to determine the takeoff phase based on at least one of a first pressure in the first pressure data, a second pressure in the second pressure data, and a third pressure in the third pressure data dropping below a takeoff pressure threshold.

13 . The center of mass estimation system of claim 10 , wherein the controller is configured to determine the landing phase based on at least one of a first pressure measurement over time in the first pressure data, a second pressure measurement over time in the second pressure data, and a third pressure measurement over time in the third pressure data rising and remaining substantially constant for a predetermined period of time.

14 . The center of mass estimation system of claim 8 , further comprising a first position sensor of the first shock strut, a second position sensor of the second shock strut, and a third position sensor of the third shock strut, wherein the first position sensor, the second position sensor, and the third position sensor are in electrical communication with the controller.

15 . The center of mass estimation system of claim 14 , wherein the controller is configured to determine the landing phase based on at least one of:
receiving a stroke measurement from at least one of the first position sensor, the second position sensor, and the third position sensor being near fully extended for a first period of time in a predetermined time period; and receiving the stroke measurement from at least one of the first position sensor, the second position sensor, and the third position sensor being a minimum stroke below a stroke threshold in a second period of time in the predetermined time period.

16 . An article of manufacture including a non-transitory

Assignees

• Goodrich Corp

Inventors

• Reber Susanne M
• Hawko Kevin
• Fazeli Amir
• Cepic Adnan

Classifications

• G01M1/125 Primary

  of aircraft · CPC title

• G01M1/127 Primary

  during the flight · CPC title

• B64C25/60

  Oleo legs · CPC title