Aircraft Load Determination Using Inertial Measurement
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Solution Overview
Problem
Current methods for determining structural loads on aircraft are cumbersome, requiring extensive calibration, numerous strain gauges, and are limited in detecting dynamic and gust-induced loads, with little flexibility for modifications or individuality in equipment.
Innovation Solution
An aircraft equipped with a control computer, internal or external load determining unit, and multiple inertial measurement devices, which receive and process accelerations to differentiate between maneuver and dynamic loads without strain gauges, allowing for the determination of total loads acting on the aircraft through matrix multiplications and stored data.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If strain gauges are used to measure local strains, then local loads can be estimated, but calibration effort is high and the number of required strain gauges is large
Solution Approach 1:
The patent replaces the mechanical strain gauge measurement system with an inertial measurement system using IMUs. Instead of mechanically attaching strain gauges to the aircraft structure to measure local strains, the system uses inertial sensors to measure accelerations and computationally derives loads, thereby eliminating the need for numerous strain gauges and their associated calibration efforts.
Solution Approach 2:
The patent introduces transmission functions as mathematical intermediaries that connect inertial measurement data to load estimation. These transmission functions serve as a computational bridge, allowing loads to be determined from inertial measurements without requiring direct structural instrumentation with strain gauges.
2Measurement precision
If strain gauges are used to measure local strains, then local loads can be estimated, but reliability has a tendency to be improved continuously
Solution Approach 1:
The patent replaces the mechanical strain gauge measurement system with an inertial measurement system using IMUs. Instead of mechanically attaching strain gauges to the aircraft structure to measure local strains, the system uses inertial sensors to measure accelerations and computationally derives loads, thereby eliminating the need for numerous strain gauges and their associated calibration efforts.
3Measurement precision
If a central inertial measurement device is used, then overall accelerations and velocities can be detected, but only rigid body movements can be detected
Solution Approach 1:
The patent segments the inertial measurement system by deploying multiple IMUs at different locations on the aircraft structure rather than using a single central IMU. This segmentation allows the system to capture not only rigid body movements but also local structural dynamics and elastic deformations by comparing measurements from different positions.
Solution Approach 2:
The patent adds spatial distribution as a new dimension to the measurement system. By placing IMUs at multiple locations throughout the aircraft structure, the system transitions from a single-point measurement approach to a distributed measurement network, enabling detection of both rigid body movements and local structural responses.
4Measurement precision
If multiple inertial measurement devices are used to detect dynamic loads, then computational requirements increase
Solution Approach 1:
The patent extracts and separates maneuver-related accelerations from dynamic load-related accelerations through filtering. By isolating the dynamic load components after removing expected maneuver accelerations, the system reduces computational complexity and energy requirements while maintaining accurate dynamic load detection capabilities.
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
Enables reliable detection of dynamic and gust-induced loads with reduced computational and analysis requirements, allowing for continuous monitoring of structural integrity and flexibility in equipment modification, reducing power consumption and waste heat.
Implementation Method 1
different methods are known for determining structural loads on an aircraft... data from a central inertial measurement device (IMU), which mainly provides overall accelerations and velocities
Data Source
AI summary
An aircraft includes a control computer, load determining unit, first central inertial measurement device and a second inertial measurement device. The load determining unit is coupled to the first inertial measurement device and the second inertial measurement device. The load determining unit can receive instantaneous first accelerations detected by the first inertial measurement device and instantaneous second accelerations detected by the at least one second inertial measurement device and from this to determine instantaneous loads acting on the aircraft and to store them in a memory unit and/or to transmit them to an external unit. The load determining unit can determine expected maneuver accelerations. The load determining unit can subtract the expected maneuver accelerations from detected first accelerations and second accelerations and determine externally induced dynamic accelerations. The load determining unit can determine expected maneuver loads on the aircraft to determine dynamic loads on the aircraft and to determine the expected maneuver loads and the dynamic loads.