Airframe health monitor

• US 10,467,825 B2
• Filed: 09/15/2017
• Issued: 11/05/2019
• Est. Priority Date: 09/15/2017
• Status: Active Grant

• Current Assignee: Performance Drone Works LLC
• Original Assignee: Drone Racing League, Inc.
• Inventors: Herlihy, Phil, Ferris, Nate, Smith, Trevor, Gury, Ryan
• Primary Examiner(s): Khatib, Rami
• Application Number:
  US15/706,477
• Publication Number:
  US 20190088046A1
• Time in Patent Office: 781 Days
• Field of Search: None
• CPC Class Codes: B64F 5/60 Testing or inspecting aircraft components or systems
• CPC Class Codes: B64U 2101/00 UAVs specially adapted for particular uses or applications
• CPC Class Codes: B64U 2201/102 adapted for flying in formations
• CPC Class Codes: G01M 5/0016 of aircraft wings or blades
• CPC Class Codes: G01M 5/0033 by determining damage, crack or wear
• CPC Class Codes: G01M 5/0041 by determining deflection or stress
• CPC Class Codes: G01M 5/0083 by measuring variation of impedance, e.g. resistance, capacitance, induction
• CPC Class Codes: G05D 1/0066 for limitation of acceleration or stress
• CPC Class Codes: G07C 5/0816 Indicating performance data, e.g. occurrence of a malfunction
• CPC Class Codes: G07C 5/085 using electronic data carriers

Abstract

An airframe health monitoring system uses a controller to automatically determine a status of the airframe of an aircraft in real time, at power up and periodically during flight of the aircraft, based on the output of pressure sensors such as ribbon sensors and flex sensors mounted on the airframe arms and body. The controller can determine in real time whether the airframe has a fault or is damaged based on continuity measured in ribbon sensors located along the outside surfaces of the airframe. The controller can also determine a metric on the status of the airframe in real time based on arm impulses measured in flex sensors located along inside surfaces of arms of the airframe. This will lead to less expensive, more accurate, faster, automated detection of airframe faults, airframe damage and/or metrics on the health of the airframe.

Claims

1. A system, comprising:

an airframe including a body and a plurality of arms extending from the body, each arm of the plurality of arms including a respective outer surface of the arm and a respective perimeter of the arm;

a plurality of force sensitive resistor (FSR) sensors, each FSR sensor of the plurality of FSR sensors mounted on an outer surface of and extending around at least a portion of the perimeter of one of the arms of the airframe, and each FSR sensor of the plurality of FSR sensors configured to measure stress at the outer surface of the one of the arms on which the FSR sensor is mounted; and

a controller mounted on the airframe and electrically connected to the plurality of FSR sensors, the controller configured to determine a status of the airframe in real time including whether there is at least one of an impact, damage, fault or break at or of the outer surface of one of the arms on which at least one of the FSR sensors is mounted, based on outputs of the FSR sensors.

2. The system of claim 1, wherein:

for each of the FSR sensors there is a respective range of acceptable values;

the controller is configured to determine the status of the airframe by determining, in real time at power up and periodically in real time during flight of the airframe, whether the output of each FRS sensor of the one or more FSR sensors is within the respective range of acceptable values for the FSR sensor.

3. The system of claim 1, further comprising:

a radio frequency (RF) link electrically coupled to the controller and configured to transmit a message indicating the status to a ground station.

4. The system of claim 1, wherein:

the controller is configured to determine in real time whether the airframe has at least one of an impact, damage, fault or break at or of the outer surface of one of the arms on which at least one of the FSR sensors is mounted based on periodically comparing stresses measured in real time at multiple points along the perimeter of the airframe as detected by the FSR sensors, with acceptable baseline stress values for the multiple points set during a calibration process.

5. The system of claim 1, wherein:

the FSR sensors are configured to measure continuity of the outer surface of the arms of the airframe; and

the controller is configured to determine in real time whether the airframe has at least one of an impact, damage, fault or break at or of the outer surface of one of the arms on which at least one of the FSR sensors is mounted based on the measured continuity of the outer surface of the arms of the airframe as detected based on outputs of one or more of the FSR sensors.

6. The system of claim 5, further comprising:

an outer shell that is disposed outside of the outer surface of the airframe.

7. The system of claim 1, wherein:

the controller is configured to determine the status of the airframe by determining a metric on a health of the airframe in real time at power up and periodically in real time during flight of the airframe.

8. The system of claim 7, wherein:

the controller is configured to determine the metric on the health of the airframe in real time based on the output of the one or more FSR sensors.

9. The system of claim 1, wherein:

the plurality of arms that extend from the body of the airframe include at least two arms that each include a respective propulsion source on the arm;

the system further comprises one or more resistive force sensors (RFSs) mounted inside each of the at least two arms that include a respective propulsion source on the arm each, of the RFSs configured to measure impulses along the one of the arms inside of which the RFS is mounted; and

the status of the airframe the controller is configured to determine in real time includes whether an extent of flexing of at least one of the arms, as determined based on outputs of one or more of the RFSs, indicates damage to the at least one of the arms.

10. The system of claim 9, wherein:

the controller is configured to determine a metric on the health of the airframe in real time based on arm impulses measured along each of at least two of the arms of the airframe as detected from the outputs of the RFSs;

the arm impulses comprise at least one of an impulse time, a maximum impulse value, a minimum impulse value, or a maximum impulse deviation; and

determining the metric includes creating a profile of arm flex according to thrust for the arm by comparing over time, the arm impulses with at least one of a throttle input vector from a pilot for a propulsion source on the arm, or an electronic speed control input vector for the propulsion source.

11. An aircraft, comprising:

an airframe including a body and a plurality of arms extending from the body, each arm of the plurality of arms including a respective outer surface and a respective perimeter of the arm;

at least one of the arms of the airframe including a force sensitive resistor (FSR) sensor mounted on an outer surface of and extending around at least a portion of the perimeter of the arm of the airframe, the FSR sensor configured to measure stress at the outer surface of the arm on which the FSR sensor is mounted;

at least two of the arms of the airframe each including a respective propulsion source mounted on the arm of the airframe;

at least one of the arms, which includes one of the propulsion sources mounted on the arm, including a resistive force sensor mounted inside the arm and configured to measure impulses along the arm inside of which the resistive force sensor is mounted; and

a controller mounted on the airframe and electrically connected to the FSR and resistive force sensors, the controller configured to detect in real time whether the airframe is damaged based on outputs of the FSR and resistive force sensors.

12. The aircraft of claim 11, wherein:

the controller is configured to determine in real time whether the airframe is damaged based on stress measured at the outer surface of at least one of the arms of the airframe as detected from the output of the FSR sensor.

13. The aircraft of claim 12, wherein:

the controller is also configured to determine in real time whether the airframe is damaged based on the output of the resistive force sensor.

14. The aircraft of claim 11, wherein:

the controller is configured to poll the outputs of the FSR and resistive force sensors at power on of the controller and periodically in real time after power on of the controller.

15. A method of monitoring a status of an airframe that includes a body and a plurality of arms extending from the body, wherein each arm of the plurality of arms includes a respective outer surface of the arm and a respective perimeter of the arm, the method comprising:

measuring stress at the perimeter of each of at least two of the arms of the airframe using a plurality of force sensitive resistor (FSR) sensors each of which is mounted on the outer surface of and extends around at least a portion of the perimeter of a respective one of the arms; and

determining a status of the airframe in real time based on the stress measured at the perimeter of at least two of the arms of the airframe using the plurality of FSR sensors.

16. The method of claim 15, wherein:

determining the status of the airframe comprises determining in real time whether the airframe has a fault at power up and periodically in real time during flight of the airframe.

17. The method of claim 16, further comprising:

transmitting a radio frequency signal indicating the status to a ground station; and

the ground station detecting a real time airframe fault based on the status indicated in the transmitted radio frequency signal.

18. The method of claim 16, wherein:

determining in real time whether the airframe has the fault includes periodically comparing the stress measured at the perimeter of the airframe in real time for multiple points along the perimeter of each of at least two arms of the airframe with acceptable baseline stress values for the multiple points set during a calibration process.

19. The method of claim 16, wherein:

measuring stress at the perimeter of each of at least two of the arms of the airframe includes measuring continuity of the outer surface of each of at least two of the arms of the airframe; and

determining in real time whether the airframe has the fault includes determining in real time whether the airframe has the fault based on the measured continuity of the outer surfaces of the airframe that extend around arms.

20. The method of claim 15, wherein:

determining the status of the airframe in real time comprises determining a metric on a health of the airframe in real time at power up and periodically in real time during flight of the airframe.

21. The method of claim 20, wherein the plurality of arms that extend from the body of the airframe include at least two arms that each include a respective propulsion source on the arm, the method further comprising:

using one or more resistive force sensors (RFSs), mounted inside each of the at least two arms that include a respective propulsion source on the arm, to measure arm impulses along the arm inside of which the RFS is mounted;

wherein the determining the status of the airframe in real time is also based on the measured arm impulses; and

wherein the arm impulses comprise at least one of an impulse time, a maximum impulse value, a minimum impulse value, or a maximum impulse deviation.

22. The method of claim 15, wherein the determining the status of the airframe includes determining whether there is at least one of an impact, damage, fault or break at or of the outer surface of one of the arms on which at least one of the FSR sensors is mounted, based on outputs of the FSR sensors.

23. The method of claim 15, wherein:

determining the status of the airframe in real time comprises determining a metric on a health of the airframe in real time at power up and periodically in real time during flight of the airframe; and

determining the metric includes creating a profile of arm flex according to thrust for the arm by comparing over time, the arm impulses with at least one of a throttle input vector from a pilot for a propulsion source on the arm, or an electronic speed control input vector for the propulsion source.