Aircraft Force Detection via Central Accelerometer
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Solution Overview
Problem
Existing systems for detecting impact forces on aircraft, such as landing gear, are cumbersome and have limited fidelity due to the use of sensors on each landing assembly, increasing weight and complexity.
Innovation Solution
A method and system that utilize acceleration derivatives and kinematic transformations to detect forces applied to aircraft, including takeoff and landing, by processing signals from sensors like accelerometers and gyroscopes to output indications of force application, using threshold comparisons and virtual altitude calculations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If sensors are located on each landing assembly to determine weight application, then force detection capability is provided, but the weight and complexity of the aircraft increases
Solution Approach 1:
The patent extracts the force detection function from multiple distributed sensors on landing assemblies and consolidates it into a single central accelerometer. By measuring aircraft body acceleration and deriving force information centrally, the system eliminates the need for multiple complex sensor installations while maintaining detection capability.
Solution Approach 2:
The central accelerometer serves multiple functions: it detects both the magnitude and direction of forces applied to landing assemblies, and can distinguish between different phases of operation (landing, takeoff, taxiing). This multi-functional approach replaces what would otherwise require multiple specialized sensors.
2Measurement precision
If sensors are located on each landing assembly to determine weight application, then force detection capability is provided, but the weight of the aircraft increases
Solution Approach 1:
The patent extracts the force detection function from multiple distributed sensors on landing assemblies and consolidates it into a single central accelerometer. By measuring aircraft body acceleration and deriving force information centrally, the system eliminates the need for multiple complex sensor installations while maintaining detection capability.
3Measurement precision
If multiple sensors are used on landing assemblies, then force detection is enabled, but the reliability of sensing actual weight is limited
Solution Approach 1:
The patent replaces mechanical force sensors on landing assemblies with an inertial measurement system using a central accelerometer. By measuring the acceleration of the aircraft body and applying kinematic relationships, the system derives force information without direct mechanical contact sensors, thereby improving measurement fidelity while reducing complexity.
Solution Approach 2:
The system continuously monitors acceleration signals and compares them against threshold values to determine when forces are applied to landing assemblies. This feedback mechanism enables real-time detection and classification of operational states, improving the reliability of weight sensing.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reduces the weight and complexity of aircraft systems while improving the accuracy of force detection, providing reliable feedback for aircraft control systems.
Implementation Method 1
receiving a derivative of the acceleration of a motion of a portion of the aircraft
Implementation Method 2
utilize acceleration derivatives and kinematic transformations to detect forces applied to aircraft
Data Source
AI summary
A method for sensing a takeoff of an aircraft includes receiving a rate of change in vertical motion of the aircraft, determining whether the rate of change in vertical motion of the aircraft exceeds a first threshold, integrating the rate of change in vertical motion of the aircraft and outputting a virtual altitude signal, responsive to receiving the indication that a portion of the aircraft is contacting a surface, delaying the virtual altitude signal through a discrete low pass filter and outputting a delayed virtual altitude signal, subtracting the delayed virtual altitude signal from the virtual altitude signal to output an altitude perturbation signal, determining whether the altitude perturbation signal exceeds a second threshold value, and outputting an indication that the portion of the aircraft is not contacting the surface responsive to the rate of change in the vertical motion of the aircraft and the altitude perturbation signal.