System, aircraft and method for payload monitoring

Abstract

The invention relates to a system for payload monitoring of an aircraft, wherein the system has at least one stowage surface for a payload, which comprises at least one floor in a cargo hold (40) of the aircraft, and at least one pressure sensor (10), each pressure sensor among the at least one sensor being configured to detect the weight force of a payload resting on the stowage surface and / or the center of gravity of a payload resting on the stowage surface during the loading of the cargo hold, immediately after the completed loading of the cargo hold, before the takeoff of the aircraft, during the flight of the aircraft when the aircraft has reached the cruising altitude, and before the landing of the aircraft, the system being adapted to derive the actual payload distribution in the cargo hold from the detected weight force and / or center of gravity during the time period. The invention also relates to an aircraft and a method for operating an aircraft.

Description

TECHNICAL FIELD

[0001] The invention relates to a system for payload monitoring in an aircraft. The invention also relates to an aircraft and a method for operating an aircraft. BACKGROUND

[0002] The main purpose of an aircraft is to transport a payload. Here, the payload has to be accommodated in the aircraft and distributed. Due to the weight distribution of the payload, a significant influence on the center of gravity of the aircraft occurs, which changes its flight characteristics significantly. Therefore, usually at least most of the payload, for example luggage and cargo, is weighed and a loading plan is made for the arrangement in the aircraft. Thus, at the respective loading, the influence of the payload on the flight characteristics can be optimized.

[0003] However, a loading can occur which deviates from the loading plan, for example due to an incorrect distribution of the cargo and luggage by ground personnel in the cargo compartment of the aircraft. Furthermore, a part of the payload can also not be detected or weighed at the loading. This can result in a deviating influence on the flight characteristics, whereby the flight characteristics can be worse than expected. For example, in the case of an unfavorable loading, the fuel consumption during the flight can increase. These deviating influences can be recognized only partially after the aircraft has taken off and also dangerous flight situations can occur, for example the so-called "tail strike" situation at take-off. Likewise, the payload can change its position in the aircraft during the flight, for example due to a slide. Here, too, an undesirable influence on the flight characteristics can occur, which can lead to deteriorated flight characteristics or even danger. SUMMARY

[0004] Therefore, it is the task of the present invention to contribute to the flight safety and the optimization of the flight characteristics.

[0005] The task is solved by the technical solution described below.

[0006] A first aspect of the present application relates to a system for payload monitoring of an aircraft. The system can have at least one deposit surface for a payload, which comprises at least one floor surface in a cargo hold of the aircraft, and at least one pressure sensor, each pressure sensor among the at least one sensor being configured for detecting a weight force of a payload resting on the deposit surface and / or a center of gravity of the payload resting on the deposit surface during a time period comprising during loading of the cargo hold, immediately after completion of loading of the cargo hold, before take-off of the aircraft, during flight of the aircraft when the aircraft has reached a cruising altitude, and before landing of the aircraft, wherein the system is adapted to derive an actual payload distribution in the cargo hold from the detected weight force and / or center of gravity during the time period. Thereby, a detection of the actual payload distribution is achieved. Preferably, the system has at least one floor surface in the cargo hold of the aircraft as deposit surface, so that the system is adapted to derive an actual payload distribution in the cargo hold. Thus, such a payload distribution can be optimized. Thereby, influences on flight characteristics can be known and thus considered and / or optimized. Unsafe load distributions can be detected or excluded. Accordingly, respective flight characteristics and flight safety can be improved. Here, pressure sensors are advantageous, since they enable a direct detection of the load in a lightweight, robust, space-saving and energy-saving manner. Furthermore, pressure sensors are resistant to disturbances in such an application.

[0007] The aircraft can be, for example, a passenger aircraft, a civil aircraft and / or a cargo aircraft. However, the term "aircraft" can also denote here the name for other air vehicles, such as, for example, zeppelins, helicopters and gyroplanes.

[0008] The deposit surface can be a surface of the aircraft, for example a floor surface and / or for example formed by a floor panel. The deposit surface can be, for example, any surface on which a payload can be placed, parked, stood or rested. Preferably, the deposit surface is a surface in an interior space of the aircraft, in particular a payload space, such as a cargo hold or a passenger cabin. The respective deposit surface can also be defined laterally by boundaries or by the sensor itself. For example, the cargo hold can have a plurality of compartments, each of which forms a deposit surface and is separated, for example, by a partition wall. However, the cargo hold can also be continuous, for example, and the respective sensor then defines a division into different deposit surfaces.

[0009] Preferably, the deposit surface corresponds to a floor surface in a cargo hold of the aircraft, wherein the floor surface in the cargo hold preferably has a plurality of floor surface regions, more preferably at least three floor surface regions, and the system has a plurality of pressure sensors, which are respectively assigned to the plurality of floor surface regions in order to respectively detect a weight force of a payload resting on the plurality of floor surface regions and / or a center of gravity of the weight force, wherein one floor surface region can be assigned one or more sensors. Preferably, each floor surface region is adapted to accommodate at least one cargo container.

[0010] Preferably, the entire storage surface comprises at least 20 m 2 , preferably at least 50 m 2 and particularly preferably at least 100 m 2 , which is equipped with pressure sensors, so that the weight of the payload resting on the storage surface and / or the center of gravity of said weight can be detected.

[0011] Preferably, the system is adapted to determine the actual payload distribution in the cargo hold during the flight, preferably continuously. Preferably, the system is adapted to detect the weight of the payload resting on the storage surface and / or the center of gravity of said weight during the flight, preferably continuously. Preferably, the system is adapted to detect the weight of the payload resting on the storage surface and / or the center of gravity thereof during loading of the cargo hold, immediately after the cargo hold and / or the aircraft has been completely loaded, before takeoff, when the cruising altitude has been reached and / or before landing. Preferably, the system is adapted to determine the actual payload distribution in the cargo hold during loading of the cargo hold, immediately after the cargo hold and / or the aircraft has been completely loaded, before takeoff, when the cruising altitude has been reached and / or before landing.

[0012] The payload resting on the storage surface, in particular on the at least one pressure sensor, can be detected with the at least one pressure sensor. Here, the pressure sensor can resolve the load, preferably according to location and intensity. The pressure sensor can thus be configured for detecting a pressure distribution or load distribution on a defined surface, in particular on the storage surface. Here, the pressure sensor can in particular have a local resolution that allows the detection of a pressure acting on an area of 100 mm 2 , for example 10 mm x 10 mm, and distinguishes from the respective adjoining area. Preferably, the pressure sensor can here have a local resolution that allows the detection of a pressure acting on an area of 25 mm 2 , for example 5 mm x 5 mm, and distinguishes from the respective adjoining area. The pressure sensor can be arranged, for example, in or on a storage surface of the payload space of the aircraft. The pressure sensor can be assigned to one or more storage surfaces.

[0013] The detected load or load distribution can be output as data by the system and / or displayed by the system, in particular by means of a display device, such as a display in the cockpit. Transmission and display to a computer, tablet, smartphone and / or smartwatch can also be possible. The detection can take place, for example, continuously, quasi-continuously, intermittently, only when the aircraft is parked and / or only in certain flight attitudes and / or in the case of turbulence above or below a threshold value. This can enable monitoring throughout the flight, improve accuracy and / or save energy, so that the detection is only carried out after possible load movements.

[0014] In a further advantageous design of the system it is provided that the system has a plurality of pressure sensors in order to detect the weight and the center of gravity of the payload resting on a plurality of storage surfaces, respectively, wherein one storage surface is equipped with one or a plurality of sensors. For example, one pressure sensor can be provided per storage surface or two or more pressure sensors can be provided per storage surface. However, one pressure sensor can also be provided for two or more storage surfaces, by which the load is detected by means of the one pressure sensor. Preferably, each pressure sensor is provided for only one storage surface. In the context of this text, reference is made to a storage surface or the storage surface and / or a pressure sensor or the pressure sensor only in part, wherein the respective statement also applies to a plurality of pressure sensors and / or storage surfaces, as far as applicable. A pressure sensor can also simply be referred to as a sensor.

[0015] The respective payload is preferably provided for a storage surface, respectively, and can comprise one or a plurality of objects. For example, a suitcase can rest on a storage surface and be detected by the storage surface. However, for example, a plurality of suitcases can rest on a storage surface, the total weight and the common center of gravity of which are detected jointly for the storage surface.

[0016] In a further advantageous design of the system it is provided that the system has an evaluation device which is configured to determine the influence of the detected payload on the overall center of gravity of the aircraft by means of the respective detected weight and center of gravity.

[0017] The influence of the detected payload on the respective flight characteristics can thus be calculated directly. This accordingly allows the trim to be optimized, the weight distribution to be optimized and unsafe payload distribution to be identified. To this end, the evaluation device can have access to further data, such as tank level and flight attitude. To this end, the evaluation device can be connected to the respective sensors of the aircraft and / or the system can have these additional sensors. Furthermore, the center of gravity of the unloaded aircraft can be known and taken into account in the evaluation, for example stored in a database. In particular, the evaluation device can determine the influence from the pressure points and / or the neutral points of the aircraft and / or its load-bearing structure and / or the tail. The respective pressure points and neutral points can also be detected and / or determined by means of respective sensors. The evaluation device can also be connected to these respective sensors of the aircraft and / or the system can have these sensors.

[0018] In a further advantageous design of the system it is provided that the evaluation device is also configured to determine a trim of the aircraft corresponding to the determined influence of the detected payload on the overall center of gravity of the aircraft. Here, this trim can be optimized in respect of one or more flight characteristics, for example air resistance and / or fuel consumption. Furthermore, the trim can advantageously be adjusted before takeoff, for example in order to avoid a dangerous trim at takeoff and thus potentially avoid a hazard. Optionally, the system has a control device which adjusts the determined trim, in particular by adjusting the angle of attack of the elevator group, adjusting the respective elevators and / or adjusting the respective trim tabs. Thus, the trim can be optimized automatically with respect to the detected payload distribution. Alternatively or additionally, the lateral control and / or the side control can also be determined. It can also be possible to indicate a redistribution of the payload, for example in order to change an uneven payload distribution in the lateral direction. Alternatively or additionally, the determined trim can also be output, in particular on a display in the cockpit, for example on a display screen of a flight plan computer. The determined corresponding trim can also be determined as a deviation from a usual trim value or a deviation from a trim value determined by means of a loading plan of the aircraft, even taking into account a flight plan (flight altitude, speed, etc.).

[0019] These pieces of information can support the cockpit crew, in particular the pilot, in flight control and in problem detection. For example, in order to detect and compensate for a slide of the payload, the trim can be determined continuously during the flight. In the event of a large slide, the aircraft can additionally or as a trim be actively controlled by the control device in order to maintain a safe flight attitude and / or to avoid or leave an unsafe flight state.

[0020] In a further advantageous design of the system it is provided that the system has an evaluation device which is configured to compare the respective detected weight and center of gravity with a respective predetermined weight and center of gravity and to output an alarm signal in the event of an exceeded maximum deviation. Preferably, the evaluation device is configured to compare the determined influence of the detected payload on the overall center of gravity of the aircraft with a predetermined influence of the payload on the overall center of gravity of the aircraft and to emit an alarm signal in the event of an exceeded maximum influence deviation. In this way, a warning can be given when the payload distribution in the aircraft is outside the permissible limits and / or deviates too much from the desired and / or preset distribution, for example as a result of an incorrect loading by the ground crew. A loss of payload can also be detected in this way and a warning and / or corresponding measures can be taken. The alarm signal can be output acoustically and / or optically by means of an output device, for example a display screen in the cockpit.

[0021] In a further advantageous design of the system it is provided that the evaluation device is designed to determine the respective predetermined weight force and center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft from a loading plan of the aircraft. Thereby it is possible to detect errors and / or undesired loadings accordingly. Thereby it is possible to check whether the aircraft is loaded as planned.

[0022] In a further advantageous design of the system it is provided that the respective predetermined weight force and center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a respective predetermined maximum value. Thereby it is possible to take into account aircraft type-specifically allowed distributions or uneven distributions and / or maximum payload in the respective areas or on the respective storage surfaces. Furthermore, it is thereby also possible to take into account the maximum load of the aircraft itself. The respective maximum value can be aircraft-specific in order to avoid, for example, a tail strike. Upon exceeding the respective limit, a warning can be issued.

[0023] In a further advantageous design of the system it is provided that the respective predetermined weight force and center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a respective previously determined value by the evaluation device, in particular at a specific point in time, such as immediately after completing the loading of the aircraft, before takeoff or upon reaching the cruising altitude. The previous value enables a dynamic consideration, for example, in order to identify load movements in turbulent conditions and to issue a warning accordingly if the movements are too large. The previously determined value can also be, for example, a value with a predetermined time interval from the current detection, for example, 5 minutes, 1 minute, 30 seconds, 10 seconds or 1 second ago.

[0024] The respective predetermined weight force and center of gravity can also be assigned to the respective storage surfaces and / or the aircraft multiple times. For example, the maximum value of the aircraft type and / or the previous value can be taken into account. Preferably, an alarm signal has already been output upon exceeding the lowest of these values. Thereby it is possible to store and / or determine all of these respective limit values and then to use the relevant minimum value each time. The respective allowed deviation can be predetermined from the respective limit value, for example, a specific percentage deviation, or also as an absolute value.

[0025] In a further advantageous design of the system it is provided that the system has at least one floor surface in the cargo hold of the aircraft as storage surface, a resting surface for passengers in the passenger cabin of the aircraft, such as a passage plate, a seat surface and / or a backrest, and / or a floor surface in the lavatory, a surface in the on-board kitchen, such as a parking surface for trolleys, a bottom for Atlas containers in the storage compartments of the on-board kitchen, a storage surface in the overhead luggage racks above the corresponding rows of seats in the passenger cabin, and / or a floor surface in the passage to the on-board kitchen, the passenger cabin and / or the cargo hold. The respective payload can correspondingly be, for example, passengers, cargo, luggage, hand luggage, provisions, consumables and / or objects sold in the aircraft, for example, alcohol and perfume. Preferably, the payload can not include passengers and, for example, only have inanimate objects.

[0026] The system can have additional sensors which detect the respective payload, such as containers, trolleys or also cargo containers, which pass through the entrance. The passing payload can be identified, for example, by means of a barcode reading device. The detected weight and its center of gravity can thus be assigned to the respective payload and be taken into account correctly even when parked at a further location. For this purpose, a corresponding sensor can also be provided at the target location or the introduced payload is tracked and its target location is detected, for example, with further additional sensors of the system, such as a camera. Overall, the number of pressure sensors can be less and the system can thus be less expensive and lighter if necessary.

[0027] The system can also have additional sensors on the respective storage surface which are designed to identify the payload. For example, a barcode reading device can also be arranged on the respective storage compartments of the on-board kitchen and / or in the cargo hold in order to, for example, identify cargo containers, Atlas containers and / or trolleys or also luggage pieces.

[0028] By detecting the weight and the center of gravity, the consumption in the aircraft can also be detected, for example, the consumption of food, sales items and beverages. Thereby, a warehouse management can be realized in which only the consumed goods are refilled in accordance with the demand. In the drawers of the trolleys, for example, with each bottle being fixedly assigned to a position, the pressure sensors can detect how many bottles are emptied and, in particular, also automatically make a corresponding filling arrangement before the aircraft lands. Thereby, an inventory can also be taken and / or thefts can be identified automatically.

[0029] In the overhead luggage racks, each piece of hand luggage can be detected individually by the respective position resolution of the detection by the pressure sensors. Thereby, for example, it can be identified that an individual piece of luggage in the overhead luggage rack exceeds the maximum weight.

[0030] As a reaction to this, additional costs can be added and / or the piece of luggage can be put into the luggage compartment or cargo hold of the aircraft in order to increase the safety.

[0031] In a further advantageous design of the system, it is provided that the system has an evaluation device which is designed to detect the respective actual weight of the payload and the respective actual center of gravity thereof from the respective detected weight and the respective detected center of gravity thereof, depending on the aircraft attitude. The aircraft attitude can influence the detected weight and the center of gravity thereof. The pressure sensor, for example, can only measure the pressure load acting orthogonally on the bearing surface. But, for example, a tilted aircraft can mean that the weight no longer acts orthogonally on the storage surface and thus distorts the measurement result. By taking the aircraft attitude into account accordingly, the actual weight of the payload and also the respective center of gravity thereof can be calculated. Accordingly, a better conclusion about the influence of the payload on the aircraft can also be drawn. The evaluation device can be designed to draw the respective actual weight and the respective center of gravity thereof from the aircraft attitude and the respective detected weight and the center of gravity thereof.

[0032] The aircraft attitude can be defined as the spatial orientation of the aircraft and thus also as the spatial orientation of the respective storage surface. In particular, the aircraft attitude can be the flight attitude or also the standing on the landing gear, for example in a parking position. The aircraft attitude can also include the accelerations of the aircraft together or can additionally take these accelerations into account additionally when detecting the respective actual weight and the respective actual center of gravity thereof. The aircraft attitude can be detected, for example, by a gyroscope and / or by other sensors, for example an angle of attack sensor. The evaluation device can be connected to these sensors or be designed for such a connection, wherein the system can also have these sensors.

[0033] In a further advantageous design of the system, it is provided that the system has at least one pressure sensor which is arranged in or on a side surface laterally delimiting the respective storage surface, wherein the at least one laterally arranged sensor is designed to detect the weight of the payload supported on the side surface and the center of gravity thereof.

[0034] Thereby, also those force components which do not act on the storage surface can be taken into account. In particular, the actual weight and the center of gravity thereof can thus also be determined without knowledge of the aircraft attitude. Even in an irregularly formed payload space, the influence of the payload arranged therein on the aircraft can be detected completely. For example, a tilted side wall in the fuselage can hold the pieces of luggage in a funnel-like manner when stacking the luggage and thus determine the entire weight of the pieces of luggage exactly.

[0035] In a further advantageous design of the system it is provided that at least one of the pressure sensors is configured as a surface sensor, in particular as a textile surface sensor. Surface sensors are a cost-effective and lightweight solution for detecting the weight on a surface and its center of gravity. Textile surface sensors are robust and can also be easily applied in irregularly shaped surfaces. Surface sensors can advantageously detect surface loads. Furthermore, textile surface sensors can simultaneously form the surface of the storage surface, for example according to the type of carpet or seat cover. The sensors are thus integrated there in a space-saving manner and / or a separate surface layer can be dispensed with, whereby the system and the aircraft can be lightweight and cost-effective. Preferably, the textile surface sensor is configured as a capacitive textile surface sensor, a resistive textile surface sensor or a textile surface sensor with transmitter detection.

[0036] The pressure sensors can also be configured, for example, as mechanical and / or inductive proximity sensors, piezoelectric crystals or compressed air hoses. As pressure sensors, for example, reed switches or Hall sensors can also be used.

[0037] The textile pressure sensors can be formed, for example, by two capacitive lines which are spaced apart from one another, for example, by a 3D textile in which or on which the capacitive lines are connected. Here, the distance is reduced by applying pressure to the textile, which leads to a detectable change in capacitance. The surface sensors can also be formed by using electrically conductive yarns as electrodes and foam plastic as dielectric. The surface sensors can be configured as a matrix in order to be able to achieve a positional resolution of the detection. The pressure sensors can comprise an evaluation device which evaluates the individual sensor signals. In the case of a plurality of pressure sensors, various different sensor types can also be mixed in order to be able to exploit their respective advantages and / or to improve the measurement accuracy depending on the location.

[0038] Capacitive textile surface sensors enable particularly precise determination of the seat load or pressure, even at high loads. In particular, the location thereof can also be determined precisely at loads greater than 5 kg. Capacitive textile surface sensors are advantageous, for example, at high loads, for example in cargo holds or on aircraft seats. Capacitive textile surface sensors can be particularly simply and lightweight integrated into aircraft seats here. Furthermore, capacitive surface sensors have a particularly low current consumption.

[0039] Resistive textile surface sensors detect pressure loads as a result of a change in the transition resistance between two sensor lines. Resistive surface sensors can detect small forces particularly precisely and with high resolution and are therefore particularly suitable for detecting hand luggage compartments on corresponding rows of seats and in onboard kitchens.

[0040] A fabric surface sensor with transmitter detection can work by feeding an alternating voltage signal at a defined frequency into the sending fabric layer. This is received by the receiving fabric layer, wherein the distance, for example, influences the signal strength. This distance can change under pressure load. Preferably, a spacer layer is arranged between the receiving layer and the sending layer, which deforms under the influence of force. The spacer layer can be configured, for example, as a spacer knit, a foam or an elastomer. The fabric surface sensor is particularly suitable for large-area regions and complex geometries.

[0041] A sensor with a compression scheme is, for example, a pressure hose with a pressure measuring device on one end. It is thus possible to detect compression and the resulting overpressure due to the load. In the case of a fabric portion, a pressure body can be held in the initial state by the fabric. Here, for example, a spacer knit is suitable. The surface of such a sensor can be closed and thus easy to wipe and disinfect. The sensor is thus well suited for work surfaces and possibly contaminated surfaces in the on-board kitchen, such as storage on a trolley. In addition, soft materials can be used for sensitive applications.

[0042] The sensor can also be well used, for example, in an aircraft bed, wherein the spacer knit can also form the elasticity of the bed.

[0043] In a further advantageous design of the system it is provided that the system has at least one database means for storing the respective detected values and / or the respective evaluations, in particular as time curves. Thereby, these values are available for later evaluation and, for example, consumption prediction and logistics prediction with regard to goods in the on-board kitchen and the on-board shop. It is also possible to analyze which ground personnel work particularly reliably. In addition, it is possible to make appropriate claims for compensation at the airport, for example, in the event of an inappropriate loading in accordance with the loading plan and the resulting increase in fuel consumption, using the data stored in this way. Material fatigue of the respective storage surfaces or other aircraft components can also be predicted or determined using the stored data. The respective evaluation can involve, for example, the determination and / or calculation of the evaluation means.

[0044] In a further advantageous design of the system it is provided that the system has at least one transmission means for storing the respective detected values and / or the respective evaluations, in particular by means of radio. Thereby, these data can be used on the ground and in devices outside the aircraft. In particular, further processing of these data can take place before landing, for example, to automatically facilitate ordering and / or refilling consumables in the on-board kitchen.

[0045] The second aspect of the application relates to an aircraft having a system according to the first aspect of the application, in particular a civil passenger aircraft having a system according to the first aspect of the application. The features and advantages resulting from the system according to the first aspect can be taken from the description of the first aspect, wherein advantageous design solutions of the first aspect can be considered as advantageous design solutions of the second aspect and vice versa.

[0046] The third aspect of the application relates to a method for operating an aircraft, in particular having a system according to the first aspect, and / or for operating an aircraft according to the second aspect. In the method, at least one weight force of a payload arranged on a stowage surface of a payload space of the aircraft and its center of gravity are detected.

[0047] Here, the method is suitable for controlling or operating a system according to the first aspect and / or an aircraft according to the second aspect. The features and advantages resulting from the system according to the first aspect and the aircraft according to the second aspect can be taken from the description of the first and second aspects, wherein advantageous design solutions of the first and second aspects can be considered as advantageous design solutions of the third aspect and vice versa.

[0048] In a further advantageous design solution of the method, the method has in addition optionally at least one of the following steps:

[0049] - outputting the respective detected values;

[0050] - displaying the respective detected weight forces and their centers of gravity;

[0051] - issuing a warning depending on the respective detected weight forces and their centers of gravity;

[0052] - adjusting the trim of the aircraft depending on the respective detected weight forces and their centers of gravity;

[0053] - issuing a takeoff permission or a takeoff prohibition depending on the respective detected weight forces and their centers of gravity;

[0054] - rearranging the respective payload in the aircraft depending on the respective detected weight forces and their centers of gravity;

[0055] - consumable management in relation to the respective detected weight forces and their centers of gravity;

[0056] - storing and / or transmitting the respective detected values and / or the respective evaluations.

[0057] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the accompanying drawings. The features and combinations thereof mentioned above in the specification, as well as those mentioned below in the description of the drawings and / or shown separately in the drawings, may be used not only in the combinations given separately, but also in other combinations or individually, without departing from the scope of the invention. Attached Figure Description

[0058] Figure 1 A schematic diagram of a system for monitoring the payload of an aircraft is shown.

[0059] Figure 2 A schematic cross-sectional view is shown from above, partially illustrating the [structure / feature] based on [the specific details]. Figure 1 The cabin of the aircraft system.

[0060] Figure 3 A schematic cross-sectional view is shown from above, partially based on... Figure 2 The cargo hold of the aircraft. Detailed Implementation

[0061] Figure 1 A schematic diagram of a system for monitoring the payload of an aircraft is shown. The system has at least one pressure sensor 10, which is configured here as a fabric surface sensor. The following will use... Figure 2 and Figure 3 The arrangement of the pressure sensor in the aircraft is described in more detail. The pressure sensor 10 may be connected to the aircraft's onboard electrical network, or it may have its own power supply, such as a battery. Alternatively, the pressure sensor 10 may be configured to operate passively and without requiring a power supply. The system may also have multiple pressure sensors 10, for example, each pressure sensor may be assigned to a different storage surface for the aircraft's payload.

[0062] The pressure sensor 10 is configured to detect the gravity of a load resting on the storage surface on which it is disposed, and optionally, to detect its center of gravity. Gravity can be a force by which the load is pressed against the storage surface by attraction. Here, a gravity distribution is obtained due to the size and distribution of the load, and the pressure sensor 10 can detect this gravity distribution. For example, the pressure sensor 10 can be configured to measure forces at multiple locations on the storage surface. These forces can be aggregated to determine the total force acting on the storage surface. Simultaneously, these are evaluated to determine where the aggregated total force acts, so that the corresponding lever arm of the gravity of the load on the storage surface can be determined.

[0063] The individual sensor signals of the pressure sensor 10 can be converted by means of an A / D converter 12 of the system. The sensor signals can then be transmitted by means of a data transmission module 14 to an evaluation device 16 and / or to a receiver outside the aircraft. The data transmission can be wired or wireless, for example by means of radio. A data transmission by means of WLAN can be provided, which can use an existing onboard WLAN, by means of Bluetooth Low Energy, whereby the current consumption can be very small, or for example also by means of RFID technology. By means of the evaluation device 16 the detected weight force and its center of gravity detected by the pressure sensor 10 can be evaluated, for example in order to determine the influence of the detected payload on the overall center of gravity of the aircraft. It is thereby possible to verify whether the detected payload corresponds to the expected payload and also to its planned arrangement in the aircraft. The trim of the aircraft can thereby be improved and / or unsafe flight states can be avoided.

[0064] The individual sensor signals and the results of the evaluation by means of the evaluation device 16 can be transmitted, for example, to a database device 18 in order to be stored by the database device. Thereby, these data can be available for later evaluation. Alternatively or additionally, the respective sensor signals and evaluation results can be transmitted to an output device 20, which displays, for example, the in-cabin payload distribution in the cockpit of the aircraft. Thereby, these data are available to the crew of the aircraft, whereby the crew can react accordingly to unfavorable payload distributions and / or to exceeded maximum loads.

[0065] The output device 20 or display can be the actual interface for the pilot and the respective flight crew. For example, the loading can be represented to the cabin crew in "red-yellow-green" traffic light. The exact area, the respective payload weight, as well as the overall weight and the resulting center of gravity can be provided to the pilot and / or to the ground operator. Furthermore, a loading plan can be displayed in order to compare it to the desired loading. In the case of a respective high deviation from the pre-set threshold values, the stowage areas are displayed in yellow or red. This evaluation can also be carried out by means of the evaluation device 16.

[0066] Figure 2 A passenger cabin 22 of a passenger aircraft is shown in a partially cutaway top view. The passenger cabin 22 is delimited by a fuselage 24. In the passenger cabin 22 a plurality of rows of seats are arranged, which have respective aircraft seats 26. Above the respective rows of seats a hand luggage rack 28 is arranged. Between the rows of seats a passage 30 extends, on which a trolley 32 is present. Furthermore, in the passenger cabin 22 an onboard kitchen 34 is arranged, which has two work surfaces 36 and a plurality of storage compartments 38, in which, for example, respective Atlas containers with provisions for the passengers can be stored. Below the work surfaces 36, for example, also a storage room for the trolley 32 is provided.

[0067] Figure 3The cargo hold 40 of the aircraft is shown in a partially cutaway top view. The cargo hold 40 is also delimited by the fuselage 24. The cargo hold 40 has a floor, which is divided here into three floor areas 42 for parking respectively assigned cargo containers. Alternatively or additionally, the cargo hold 40 can also be configured, for example, to accommodate loose pieces of luggage or other objects.

[0068] The above-mentioned surfaces can be monitored by means of a payload monitoring system. Correspondingly, respectively assigned pressure sensors 10 can be provided, which respectively detect the weight of the payload resting on the above-mentioned storage surfaces and its center of gravity. For example, the weight of the respective passenger on the seat 26 and the aisle 30 and its point of action can thus be detected. Likewise, the storage surfaces of the hand luggage shelves 28 can respectively have a textile surface sensor as a pressure sensor 10. Thus, the weight and location of each piece of luggage in the hand luggage shelves 28 can be detected. It can also be determined here whether the hand luggage exceeds the permitted maximum weight and the cabin crew is accordingly alerted. In this way, the risk of dropped hand luggage can be minimized.

[0069] The payload can also be monitored in the onboard kitchen 34. For this purpose, for example, pressure sensors 10 can be respectively provided on the work surface 36. Thus, for example, it can also be detected whether loose objects are still placed there and the cabin crew is alerted in the event of turbulence and / or before landing and takeoff. Thus, the payload can be secured. Likewise, the payload in the storage compartments 38 can be detected by respective pressure sensors 10. In this way, it can be automatically checked whether the onboard supplies are loaded. After the end of the flight, consumption can also be detected and automatic reordering can be made accordingly. By means of pressure sensors 10 on the floor of the trolley 32, similar situations can also be detected when the trolley 32 is filled. Furthermore, if the trolley 32 is not stored in compliance with the regulations, a warning can also be made here. In the trolley 32, which can also be part of the system for payload monitoring, respective pressure sensors 10 can also be provided. In this way, for example, especially in the case of a correspondingly high resolution of the pressure distribution, it can be detected which respective consumables in the trolley 32 have been consumed to what extent. For example, it can be detected when the water is still sufficient that lemonade has been consumed and must be refilled.

[0070] Furthermore, the system can determine the influence on the overall center of gravity of the aircraft by detecting the weight of the respective payload and its center of gravity. This aspect can be taken into account by a respective trim or also be used to place the payload again as desired before takeoff or after a movement. Furthermore, a correct loading can thus be monitored. For example, a false loading of heavy goods in the cargo hold 40 can additionally lead to a tail strike of the aircraft at takeoff. With the system for payload monitoring, an incorrect loading can thus also be identified before the flight is started. However, an undesired movement of the payload due to, for example, turbulence can also be identified during the flight. If necessary, the payload can be secured and / or moved to the correct position. Furthermore, the pilot can be shown the undesired movement, which can help the pilot to find a fault in the abnormal flight behavior of the aircraft. For example, the pilot can better identify whether a payload has been moved or one of the control surfaces of the aircraft is damaged.

[0071] The center of gravity resulting from the distribution of the payload in the aircraft is important for the flight characteristics and safety. For example, an unfavorable weight distribution of the payload can require a strong trim of the aircraft, which can lead to an increased fuel consumption during the flight. By detecting as many stowage areas as possible by means of the respective pressure sensors 10, this influence can be detected very precisely. Alternatively, however, it is also possible to monitor only the most important stowage areas with the heaviest expected loads by means of the respective pressure sensors 10. For example, only the cargo hold 40 can be monitored accordingly. Thereby, the system can be particularly light and cost-effective.

[0072] In aviation, a safe journey of the aircraft is the most important requirement. Since the requirements on productivity are increasing and thus the turnaround times of the aircraft are becoming shorter and shorter, the loading must be able to be implemented safely and reliably. Therefore, before each flight, it is usually exactly calculated which parts are to be loaded with which goods. However, the ground staff usually cannot or not quickly enough check whether this is implemented correctly. The pilot calculates the balance of the aircraft from the previously defined load in the loading area. The trim is adjusted accordingly and the compliance with the limit values is checked. However, here the crew or the pilot must rely on the aircraft being loaded as planned. The actual control and the increase in safety and efficiency in air traffic can instead be carried out by the system described here.

[0073] At takeoff or in strong turbulence, a sliding of the load by forces can occur. This can also be detected by the system described here in order to be able to implement a targeted countermeasure accordingly.

[0074] The intelligent monitoring system described herein of the load control is able to determine the center of gravity of the respective monitored space in the surface coordinates of the aircraft or of the respective monitored stowage area for the payload and to forward it, for example, to the cockpit and / or to a tablet.

[0075] Likewise, the intelligent load monitoring system can monitor the contents of the on-board kitchen, containers, trolleys and / or containers in the containers and reduce the maintenance time, since the catering personnel can inform about the depleted goods in advance by remote transmission and / or tablet. The load with consumables can thereby be optimized and the respective catering costs reduced.

[0076] The system can also be used for so-called food room code monitoring. Each catering load or consumable has a food room code.

[0077] The code allows, for example, to infer the weight and type of the respective load. Thus, for example, the weighing of the catering loads can be dispensed with. Instead, for example, the load for a certain flight can be determined once and the aircraft is always loaded with the above-mentioned catering loads. Here, the nominal weight of the load is known, for example 1.5 tons. Then, it is finally checked in the aircraft by the system whether each catering load has been loaded and / or provided correctly. Here, the system can have additional sensors for detecting the food room code of the respective payload, for example by means of a barcode reading device. Changes in the respective center of gravity of the monitored spaces during the flight can also be controlled or monitored accordingly. Furthermore, it can thus also be considered that, for example, the catering loads are correctly assembled, but have been parked in the aircraft at the wrong position. The evaluation device 16 can also be configured for such a check.

[0078] Likewise, the system can report to the cockpit changes in the respective center of gravity of the monitored spaces during the flight. With this information, the pilot is able to intervene in the trim of the aircraft if necessary and avoid the damage that would otherwise be faced. Due to the high requirements for safe travel of airlines and the high acquisition costs of aircraft, there is a desire to minimize the bottom time of the aircraft (ground time, turnaround time, etc.). The system is therefore advantageous for airlines and insurance companies.

[0079] The system is a load control and information system that is able to display and record the weight distribution in real time. The payload in the individual areas of the aircraft is weighed. This gives an indication of the respective pressure on each face and the resulting center of gravity on the face of the respective measured stowage area. The data is transmitted and / or stored to the cockpit in order to be provided not only to the airline for evaluation but further processable and callable. For example, the data can also be provided to individual airport operators, in particular be sold, to improve the work of the respective ground personnel, for example the loading personnel.

[0080] The individual loading states of the baggage space can be signaled to the pilot. If necessary, the pilot can initiate measures early, such as redistribution of the payload before takeoff. The knowledge gained can be presented in detail on a computer, tablet, smartphone or smartwatch after transmission for more accurate assessment. Furthermore, this knowledge can be transmitted by remote transmission.

[0081] The individual pressure sensors 10 can be used as a surface or covering of the storage area, whereby the cost and location requirements can be minimized. For example, the carpet floor of the aisle 30 can be composed of a textile surface sensor, whereby the pressure sensors 10 are integrated in the floor covering. With the sensor data obtained, information can be obtained as to whether the baggage is stored as specified or whether there is a load movement and / or has been a load movement.

[0082] The system can also be used to detect how much and / or which type of food is present after the end of the service, in order to request the amount that needs to be refilled automatically at the catering service.

[0083] With the system for payload monitoring the following aspects can be achieved and / or automated:

[0084] - determination of the center of gravity of the baggage compartment area for optimization of fuel consumption

[0085] - avoidance of tail strikes

[0086] - determination of sliding baggage and notification to the pilot, in particular immediate notification

[0087] - accurate determination of the storage capacity and automated restocking analysis of the consumption behavior of the passengers

[0088] - load-related material fatigue in the context of life optimization of the trim,

[0089] The pressure sensors 10, for example, generate unambiguous signals (for example in the form of resistances) from which the load position as well as the weight and the resulting center of gravity can be inferred. From this, information can be derived as to how the baggage is stored and whether it remains in place throughout the flight. A corresponding evaluation can be carried out by the evaluation device 16. It can also be derived whether the trolleys and / or storage compartments in the on-board kitchen are correctly and / or to a sufficient extent equipped.

[0090] List of reference signs

[0091] 10 pressure sensor

[0092] 12 A / D converter

[0093] 14 transmission device

[0094] 16 evaluation device

[0095] 18 database means

[0096] 20 output means

[0097] 22 passenger cabin

[0098] 24 fuselage

[0099] 26 aircraft seat

[0100] 28 carry-on luggage rack

[0101] 30 aisle

[0102] 32 trolley

[0103] 34 onboard galley

[0104] 36 work surface

[0105] 38 storage compartment

[0106] 40 cargo hold

[0107] 42 floor area

Claims

1. A system for payload monitoring of an aircraft, wherein, The system has at least one loading surface for the payload and at least one pressure sensor (10), wherein the at least one loading surface comprises at least one floor in the cargo hold (40) of the aircraft and each of the at least one pressure sensor (10) is configured to detect the weight force of the payload resting on the loading surface and / or the center of gravity of the payload resting on the loading surface during loading of the cargo hold (40) included, immediately after the cargo hold is fully loaded, before the aircraft takes off, during the flight of the aircraft included when the aircraft reaches the cruising altitude and before the aircraft lands included, and the system is adapted to derive the actual payload distribution in the cargo hold (40) from the detected weight force and / or the detected center of gravity during the time period.

2. The system of claim 1, wherein, The at least one floor in the cargo hold (40) has a plurality of floor areas (42) and the system has a plurality of pressure sensors (10) which are respectively assigned to the plurality of floor areas (42) in order to respectively detect the weight force of the payload resting on the plurality of floor areas (42) and / or the center of gravity, wherein one floor area (42) is assigned one or more pressure sensors.

3. The system of claim 2, wherein, The at least one floor in the cargo hold (40) has at least three floor areas (42).

4. The system of claim 2, wherein, Each of the floor areas (42) is adapted to receive at least one cargo container.

5. The system of any one of claims 2 to 4, wherein, There are at least five floor areas (42) which have respectively assigned pressure sensors (10).

6. The system of claim 5, wherein, There are at least ten floor areas (42).

7. The system of claim 6, wherein, There are at least 15 floor areas (42).

8. The system of any one of claims 1 to 4, wherein, The entire deposit surface comprises at least 20 m 2 The entire deposit surface is equipped with pressure sensors, so that the weight and / or the center of gravity of the payload resting on the deposit surface can be detected.

9. The system of claim 8, wherein, The entire storage surface comprises at least 50 m 2 .

10. The system of claim 8, wherein, The entire storage surface comprises at least 100 m 2 .

11. The system according to any one of claims 1 to 4, further having an evaluation device (16) which is configured to determine the influence of the detected payload on the total center of gravity of the aircraft by means of the detected weight force and / or center of gravity.

12. The system of claim 11, wherein, The evaluation device (16) is further configured to determine a trim of the aircraft corresponding to the determined influence of the detected payload on the total center of gravity of the aircraft, wherein the system has a control device which adjusts the determined trim.

13. The system of claim 12, wherein, The control device adjusts the determined trim by adjusting the angle of attack of the elevator group, adjusting the respective elevators and / or adjusting the respective trim tabs.

14. The system of any one of claims 1 to 4, wherein, The system further has an evaluation device (16) which is configured to compare the detected weight force and / or center of gravity with a respective predetermined weight force and / or center of gravity and to output an alarm signal when a maximum deviation is exceeded.

15. The system of any one of claims 1 to 4, wherein, The system further has an evaluation device (16) and the evaluation device (16) is configured to compare the determined influence of the detected payload on the total center of gravity of the aircraft with a predetermined influence of the payload on the total center of gravity of the aircraft and to issue an alarm signal when a maximum influence is exceeded.

16. The system of claim 14, wherein, The evaluation device (16) is designed to: determining a corresponding predetermined weight force and / or center of gravity and / or a predetermined influence on the overall center of gravity of the aircraft from the loading plan of the aircraft; and / or checking whether the corresponding predetermined weight force and / or center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a corresponding preset maximum value; and / or checking whether the corresponding predetermined weight force and / or center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a corresponding value previously determined by the evaluation device.

17. The system of claim 16, wherein, The evaluation device (16) is designed to check, at a specific point in time, whether the corresponding predetermined weight force and / or center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a corresponding value previously determined by the evaluation device.

18. The system of claim 17, wherein, The evaluation device (16) is designed to check, immediately after completion of the loading of the aircraft, before takeoff or when reaching the cruising altitude, whether the corresponding predetermined weight force and / or center of gravity and / or the predetermined influence on the overall center of gravity of the aircraft corresponds to a corresponding value previously determined by the evaluation device.

19. The system of any one of claims 1 to 4, wherein, The system also has an evaluation device (16) which is configured to detect an actual weight force and / or actual center of gravity from the detected weight force and / or detected center of gravity depending on the attitude of the aircraft.

20. The system of any one of claims 1 to 4, wherein, The at least one pressure sensor is arranged in or on a side face which laterally delimits the corresponding stowage area, wherein the laterally arranged at least one sensor is configured to detect the weight force and / or center of gravity of the payload supported on the side face.

21. The system of any one of claims 1 to 4, wherein, At least one of the individual pressure sensors (10) is configured as a surface sensor.

22. The system of claim 21, wherein, The surface sensor is a textile surface sensor.

23. The system of any one of claims 1 to 4, wherein, The system has at least one database device (18) for storing the corresponding detected values and / or the corresponding evaluations; and / or The system has at least one transmission device (14) for storing the corresponding detected values and / or the corresponding evaluations.

24. The system of claim 23, wherein, The transmission device (14) is designed to store the corresponding detected values and / or the corresponding evaluations by means of radio.

25. The system of claim 23, wherein, The database device (18) is designed to store the corresponding detected values and / or the corresponding evaluations as a time curve.

26. An aircraft having a system according to any one of claims 1 to 25.

27. The aircraft of claim 26, wherein, The aircraft is a civil passenger aircraft.

28. A method for operating an aircraft, the aircraft being an aircraft having a system for payload monitoring according to any one of claims 1 to 25 and / or an aircraft according to claim 26 or 27, wherein, At least one weight force and / or center of gravity of a payload arranged on the at least one floor surface in the cargo compartment (40) is detected during the time period and based thereon an actual payload distribution in the cargo compartment (40) is determined during the time period.

29. The method of claim 28, wherein, The floor surface in the cargo compartment (40) has a plurality of floor surface regions (42) and for each of these floor surface regions (42) at least one weight force and / or center of gravity of a payload resting on the corresponding floor surface region (42) is detected.

30. The method of claim 29, wherein, The floor surface in the cargo compartment (40) has at least three floor surface regions (42).

31. The method of claim 29, wherein, On at least one of the floor surface regions (42) a cargo container is parked.

32. The method of claim 31, wherein, On a plurality of the floor surface regions (42) cargo containers are parked.

33. The method of claim 31, wherein, The cargo containers are parked on all of the floor areas in the floor area (42).

34. The method of any one of claims 28-33, wherein, The method can optionally further comprise at least one of the following steps: - outputting the respective detected values; - displaying the respective detected weight and / or its center of gravity; - issuing a warning depending on the respective detected weight and / or its center of gravity; - adjusting the trim of the aircraft depending on the respective detected weight and / or its center of gravity; - performing a take-off permission or take-off prohibition depending on the respective detected weight and / or its center of gravity; - re-arranging the respective payload in the aircraft depending on the respective detected weight and / or its center of gravity; - managing consumables depending on the respective detected weight and / or its center of gravity; - storing and / or transmitting the respective detected values and / or the respective evaluations.

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