Aircraft tire and runway interface friction map consolidation

• US 9,434,479 B2
• Filed: 11/19/2013
• Issued: 09/06/2016
• Est. Priority Date: 11/19/2013
• Status: Expired due to Fees

• Current Assignee: Goodrich Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Original Assignee: Goodrich Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Inventors: Metzger, Richard Paul Jr.
• Primary Examiner(s): Butler, Rodney
• Application Number:
  US14/084,298
• Publication Number:
  US 20150142388A1
• Time in Patent Office: 1,022 Days
• US Class Current: 1/1
• CPC Class Codes: B60T 2210/12 Friction
• CPC Class Codes: B60T 8/1703 for aircrafts
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B64C 25/426 Braking devices providing an automatic sequence of braking
• CPC Class Codes: B64D 45/00 Aircraft indicators or protectors not otherwise provided for camouflage F41H3/00
• CPC Class Codes: G01N 19/02 Measuring coefficient of friction between materials testing of tyres G01M17/02; determinations of friction coefficient used in vehicle braking or traction control systems B60T8/172
• CPC Class Codes: G08G 5/0008 with other aircraft
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/065 Navigation or guidance aids, e.g. for taxiing or rolling

Abstract

In various embodiments, a method associating received coefficient of friction data to runway friction estimation map elements. Also, the method may include aggregating the received determined coefficient of friction data into a friction estimation map.

Claims

1. A system comprising:

a tangible, non-transitory memory communicating with a central processor configured to aggregate coefficient of friction data, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the central processor, cause the central processor to perform operations comprising;

receiving, by the central processor, determined coefficient of friction data for a first series of locations along a runway from a first aircraft of a plurality of aircraft;

associating, by the central processor, the coefficient of friction data to runway friction estimation map elements;

receiving, by the central processor, determined coefficient of friction data for a second series of locations along the runway from a second aircraft of the plurality of aircraft; and

aggregating, by the central processor, the received determined coefficient of friction data for the first series of locations along the runway from the first aircraft and the coefficient of friction data for the second series of locations along the runway from the second aircraft into a friction estimation map for the runway; and

performing, by the central processor, temporal calculations to form the friction estimation map, wherein the temporal calculations comprise weighting current data heavier than not current data for overlapping runway friction estimation map elements and updating the not current data with the current data for the overlapping runway friction estimation map elements to reflect a condition change on the runway over time.

2. The system of claim 1, further comprising performing, by the central processor, spatial calculations to form the friction estimation map.

3. The system of claim 2, wherein the spatial calculations comprise extrapolating a wheel position from a first aircraft position based on at least one of an aircraft type and a geometric setup of landing gear of the first aircraft.

4. The system of claim 2, wherein the spatial calculations comprise estimating unknown runway friction estimation map elements based on nearest neighbor known runway friction estimation map elements.

5. The system of claim 1, further comprising receiving, by the central processor, environmental data related to the condition change on the runway.

6. The system of claim 1, wherein the condition change reflected by the weighting comprises at least one of a decrease or an increase in air temperature.

7. The system of claim 6, wherein the decrease in air temperature reflects the presence of at least one of ice, snow, or water on the runway.

8. The system of claim 6, wherein the increase in air temperature reflects at least one of melting of ice, melting of snow, or evaporation of water from the runway.

9. A method comprising:

receiving, by a computing device comprising a central processor and a tangible, non-transitory memory, coefficient of friction data of a first series of locations along a runway from a first aircraft;

receiving, by the central processor, coefficient of friction data for a second series of locations along the runway from a second aircraft;

associating, by the central processor, the coefficient of friction data to runway friction estimation map elements;

aggregating, by the central processor, the received determined coefficient of friction data for the first series of locations along the runway from the first aircraft and the determined coefficient of friction data for the second series of locations along the runway from the second aircraft into a friction estimation map for the runway; and

performing, by the central processor, temporal calculations to form the friction estimation map, wherein the temporal calculations comprise weighting current data heavier than not current data for overlapping runway friction estimation map elements and updating the not current data with the current data for the overlapping runway friction estimation map elements to reflect a condition change on the runway over time.

10. The method of claim 9, further comprising performing, by the central processor, spatial calculations to form the friction estimation map.

11. The method of claim 10, wherein the spatial calculations comprise extrapolating a wheel position from a first aircraft position based on at least one of an aircraft type and a geometric setup of landing gear of the first aircraft.

12. The method of claim 10, wherein the spatial calculations comprise estimating unknown runway friction estimation map elements based on nearest neighbor known runway friction estimation map elements.

13. The method of claim 9, wherein a length of an individual friction element is substantially equal to a product of a period corresponding to a fastest antiskid cycling frequency and an equivalent translational wheel speed, and a width of the individual friction element is substantially equal to a width of an aircraft wheel.

14. The method of claim 9, further comprising receiving, by the central processor, environmental data related to the condition change on the runway.

15. The method of claim 9, further comprising transmitting, by the central processor, the friction estimation map for the runway to a third aircraft for exploitation.

16. The method of claim 9, further comprising associating a time stamp with at least one of the received coefficient of friction data for the first series of locations along the runway from the first aircraft and the received coefficient of friction data for the second series of locations along the runway from the second aircraft.

17. The method of claim 9, wherein the condition change reflected by the weighting comprises at least one of a decrease or an increase in air temperature around the runway.

18. The method of claim 17, wherein the decrease in air temperature reflects the presence of at least one of ice, snow, or water on the runway.

19. The method of claim 17, wherein the increase in air temperature reflects at least one of melting of ice, melting of snow, or evaporation of water from the runway.