METHOD AND SYSTEM FOR DETERMINING THE WEIGHT AND CENTRE OF GRAVITY OF A STRUCTURE

Abstract

A method and system for determining the weight and at least a first coordinate of the center of gravity of a structure such as a vehicle, in particular, an aircraft.

Description

RELATED APPLICATION

This application claims priority to European Patent Application No. EP18382018.2, filed Jan. 17, 2018, the entire contents of which is incorporated by reference.

TECHNICAL FIELD OF THE INVENTION

The present invention belongs to the field of structures and relates to a method and system for determining the weight and the centre of gravity of a structure such as a vehicle, in particular, an aircraft.

BACKGROUND OF THE INVENTION

Accurate determination of the weight and the centre of gravity of a structure are crucial for ensuring the stability and correct performance of said structure. In the particular case of a vehicle, determining the weight and the centre of gravity of the vehicle is essential to avoid critical movements which could compromise the stability of the vehicle when said vehicle is operated.

According to the current practice, aircrafts and other vehicles are usually weighed on scales or by lifting on jacks with load cells inside hangars. However, when the vehicles are outside hangars, the cargo weight of a vehicle is usually obtained by estimation of each pallet weight when the vehicle is loaded. After loading the weight in the vehicle, a calculus is performed to estimate the centre of gravity (C.G.) based on the estimation of the weight and the estimation of the weight positioning. When the estimations of weight and centre of gravity are not accurate, the safety of the transport performed by said vehicle can be compromised.

In an attempt to provide a solution for the autonomous determination of the weight and centre of gravity of an aircraft in any situation on ground, it has been proposed to obtain the weight and centre of gravity by locating sensors inside the aircraft, especially in the structure where landing gears are attached.

The landing gears are the undercarriage of an aircraft which support the weight of the aircraft and are, in principle, the best place to instrument the sensors. However, landing gear structures have some disadvantages because their geometry changes with weight and is also dependent on the shock absorbers behavior, which is in turn strongly dependent on temperature, internal frictions, etc. Also, during landing operations the sensors installed on the landing gears support very heavy or even shock loads, which can destroy or damage the installed sensors. Therefore, these behaviors, characteristics, and geometry changes have to be taken into account by correcting the measurements obtained by the sensors. This involves complicated and time consuming calculations in order to provide an estimation of the weight and the position of the centre of gravity, the accuracy of which is not fully guaranteed.

The U.S. Pat. No. 5,548,517 A discloses an on-board system for use in measuring, computing and displaying the gross weight and location/relocation of the centre of gravity, for aircrafts. The system also incorporates a software correction program, along with attached hardware, to correct and compensate for physical changes to strut components due to temperature fluctuations, seal drag and hysteresis within modern day “shock absorbing” aircraft landing gear struts. However, the system implies collecting data from several types of sensors in order to deduce the landing gear movements and changes in the geometry of the landing gear, namely pressure sensor data to obtain the telescopic strut movements, rotation sensor data to obtain the hinged movements of struts components, strain gauge data to obtain the axle deflections, etc. From all these data, a complex calculation method has to be carried out to determine the aircraft weight and the center of gravity. Moreover, because there are many factors to be considered, the accuracy of the results could be affected.

There is thus a need for a method for determining the weight and the position of the centre of gravity of a structure which avoids the above problems and provides accurate measurements in a simple and reliable way.

SUMMARY OF THE INVENTION

The present invention provides a solution for the aforementioned problems, by a method for determining the weight and/or at least a first coordinate of the position of the centre of gravity of a structure according to claim 1, a system according to claim 14 and a vehicle according to claim 15. In dependent claims, preferred embodiments of the invention are defined.

In a first inventive aspect, the present invention provides a method for determining the weight and/or at least a first coordinate of the position of the centre of gravity of a structure, the method comprising the following steps:

• • a) measuring the responses of a first plurality of installed sensors located in sensitive load points of the structure, and
  • b) determining the weight and/or the first coordinate of the position of the centre of gravity of the structure based on the measured responses, as:

$W=C_w+\sum _{j_w=1}^{k_w}{\mu }_{j_w}·{\beta }_{j_w}$ $X=C_x+\sum _{j_x=1}^{k_x}{\mu }_{j_x}·{\gamma }_{j_x}$

wherein W is the weight of the structure, X is the first coordinate of the position of the centre of gravity of the structure on a plane of projection, k_w and k_x are natural numbers and μ are the responses measured by the first plurality of installed sensors, wherein the subscript in the response denotes the sensor which has performed the measurement,

wherein

for determining the weight a first group of sensors is used which comprises a number of installed sensors k_w,

for determining the first coordinate of the centre of gravity a second group of sensors is used which comprises a number of installed sensors k_x, and wherein

coefficients β_jw, with j_w=1, . . . k_w, and γ_jx, with j_x=1, . . . k_x, and constants C_w and C_x are previously determined applying the following calibration steps:

• • i) locating a plurality of calibration sensors in sensitive load points of the structure, wherein the number of calibration sensors is m, m being a natural number,
  • ii) loading the structure with a probe weight, obtaining a loading state, and measuring at least the first coordinate of the position of the centre of gravity and the weight of the structure in said loading state,
  • iii) measuring for each calibration sensor the response associated to the loading state,
  • iv) repeating steps ii) and iii) for a plurality of loading states i, with i=1, . . . s, beings the number of loading states, s being a natural number,
  • v) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations P equal to or greater than N_w+1, being N_w the number of calibration sensors in the group, wherein the equation system is:

$W_1=C_w+\sum _{n=1}^{N_w}{\mu }_{n,1}·{\beta }_n$ $⋮$ $W_P=C_w+\sum _{n=1}^{N_w}{\mu }_{n,P}·{\beta }_n$

• • μ_n,q, with n=1, . . . , N_w being the measured responses of the calibration sensors and W_q being the weight associated to the respective loading state q, q=1, . . . , P,
  • wherein the equation systems are solved by least squares method, obtaining as a result weight coefficients β_n for n=1, . . . , N_w, and weight constant C_w,
  • vi) determining for each group of calibration sensors an estimated weight for each loading state as

${\mathrm{We}}_i=C_w+\sum _{n=1}^{N_w}{\mu }_{n,i}·{\beta }_n$

• • wherein μ_n,i are the responses of the calibration sensors of the group, associated to a loading state i,
  • vii) selecting a first group of calibration sensors which fulfils that a first probable error PE_w is minimum, wherein PE_w is:

${\mathrm{PE}}_w=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{We}}_i-W_i\right)}^2}{s-\left(N_w+1\right)}}$

s being the total number of loading states, N_w being the number of calibration sensors in said group of calibration sensors, C_E being a real positive number, We_i being the estimated weight and W_i being the measured weight for loading state i,

• • viii) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations P equal or greater than N_x+1, being N_x the number of calibration sensors in the group, wherein the equation systems is:

$X_1=C_x+\sum _{n=1}^{N_x}{\mu }_{n,1}·{\gamma }_n$ $⋮$ $X_P=C_x+\sum _{n=1}^{N_x}{\mu }_{n,P}·{\gamma }_n$

• • μ_n,q being the measured responses of the calibration sensors and X_q being the X-coordinate of the centre of gravity associated to the respective loading state q, q=1, . . . , P,
  • wherein the equation systems are solved by least squares method, obtaining as a result X-coefficients for n=1, . . . , N_x, and X-constant,
  • ix) determining for each group of calibration sensors an estimated X-coordinate of the centre of gravity for each loading state, as

${\mathrm{Xe}}_i=C_x+\sum _{n=1}^{N_x}{\mu }_{n,i}·{\gamma }_n$

• • wherein μ_n,i are the responses of the calibration sensors of the group, associated to a loading state i,
  • x) selecting a second group of calibration sensors which fulfils that a second probable error is minimum, wherein PE_X is:

${\mathrm{PE}}_X=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{Xe}}_i-X_i\right)}^2}{s-\left(N_x+1\right)}}$

s being the total number of loading states, N_x being the number of calibration sensors in said group of calibration sensors, C_E being a real positive number, Xe_i being the estimated X-coordinate and X_i being the measured X-coordinate for loading state i

• • xi) selecting as the first plurality of installed sensors a plurality of calibration sensors including:
    • the first group of calibration sensors selected in step vii), and
    • the second group of calibration sensors selected in step x),

wherein k_w is the number of sensors in the first group of calibration sensors and k_x is the number of sensors in the second group of calibration sensors. k_w and k_x are less than or equal to m.

Thus, prior to determining the weight and/or at least a first coordinate of the position of the centre of gravity of the structure based on the measured responses of a first plurality of installed sensors located in such structure, it is determined which sensors are going to be used. The selection of such first plurality of installed sensors is carried out by the calibration steps.

As a result of the calibration steps, the first plurality of installed sensors is selected and coefficients β_jw, with j_w=1, . . . k_w, and γ_jx, with j_x=1, . . . k_x, and constants C_w and C_x are computed. In the present invention constant C_w and C_x are real numbers. Based on the computed coefficients and constants, the weight and/or the first coordinate of the centre of gravity of the structure can be determined at any moment as a function of the measured responses of the first plurality of installed sensors using the equations defined on step b) of the method of the present invention.

The present method allows determining at least one of the coordinates of the position of the centre of gravity. In a particular embodiment, the position of the centre of gravity of a structure is defined by two coordinates. These two coordinates indicate the position of the centre of gravity on the plant (floor) of the structure, i.e. the position of the projection of the centre of gravity on the plant of the structure, or on the plant or surface on which the structure is supported. Therefore, through this entire document, the plane of projection will be understood as the plant of the structure or the plant or surface on which the structure is supported. Further, through this entire document, the first coordinate can be any of the two coordinates of the position of the centre of gravity. The position of the centre of gravity is defined in relation to a coordinate system, the origin of which is a predefined point. In an embodiment where the structure is an aircraft the X-axis is preferably selected as the projection on the horizontal plane of the longitudinal direction along the fuselage (roll axis), and the Y-axis is preferably selected as the projection on the horizontal plane of the lateral direction (pitch axis). In a preferred embodiment, the origin of the axes is located at a specified distance in front of the aircraft nose.

In calibration step i) of the present method, a plurality of calibration sensors are installed in sensitive load points of the structure.

In the context of this specification, a sensitive load point of a structure is to be understood as a point of the structure which suffers a substantially linear stress and/or strain in response to the weight of the structure. A substantially linear stress and/or strain in said sensitive load point means that the structural variation in said sensitive load point is only due to a weight loaded in the structure and the weight of the structure itself.

Once a plurality of calibration sensors are installed in the structure, firstly, the structure is loaded with different probe weights, wherein from each probe weight it is obtained a loading state. The first coordinate of the position of the centre of gravity and/or the weight of the structure are measured for each loading state. Measurement of the weight and the first coordinate of the position of the centre of gravity can be performed in a conventional way. In an embodiment a plurality of weighing scales is used for determining the weight and the position of the centre of gravity. In this embodiment the structure is placed on the weighing scales and the weight of the structure is determined as the addition of the weights measured by the weighing scales. The position of the centre of gravity is determined based on the known position of each weighing scale and on the weight measured by each weighing scale. Since a first coordinate of the position of the centre of gravity can be any of the two coordinates of the centre of gravity, any of such coordinates can be determined as described above.

Additionally, the measured response of each calibration sensor is recorded for each loading state. Once the responses of the calibration sensors and the weight and the first coordinate of the position of the centre of gravity are obtained and recorded for each loading state, then the coefficients and constants of the weight and the first coordinate of the position of the centre of gravity of the structure are respectively determined.

The plurality of loading states in the calibration steps can be obtained by modifying the weight and/or the location of the probe weight loaded on the structure.

For determining such coefficients and constants, groups of at least two calibration sensors are selected, and for each group an equation system as defined on steps v) and viii) is solved by the least squares method. In the equation system each equation corresponds to a loading state and the number of equations is equal to or greater than the number of calibration sensors in the group plus one.

To determine which sensors, among the calibration sensors, are going to be the installed sensors used for determining the weight and/or the first coordinate of the position of the centre of gravity of the structure, it is selected:

• • a first group of calibration sensors which fulfils that a first probable error is minimum; and
  • a second group of calibration sensors which fulfils that a second probable error is minimum;

wherein such probable errors are defined in step vii) and x) respectively of the method.

The value of constant C_E for calculating the first probable error may be equal to or different from the value of constant C_E used for calculating the second probable error. The constant C_E is a real and positive number. In a preferred embodiment, for calculating the first and second probable errors, the constant C_E is 0.6745.

Thus, for determining the weight it is used a first group of sensors and for determining the first coordinate of the position of the centre of gravity it is used a second group of sensors. Such groups of sensors are previously determined in the calibration steps and define the first plurality of installed sensors which are located in the sensitive load points of the structure and which are used to determine at least one of the weight and the first coordinate of the centre of gravity. One or several of the installed sensors included in one of the groups may be included also in the other group.

Advantageously, since the present invention allows determining at least a first coordinate of the position of the centre of gravity and the weight based on measurements by the sensors located in at least one sensitive load point, the method increases the accuracy and the reliability of the determination of the weight and the centre of gravity.

In a particular embodiment, the method further comprises determining a second coordinate of the position of the centre of gravity of the structure, wherein the second coordinate of the position of the centre of gravity of the structure is determined based on the measured responses of the first plurality of installed sensors, as:

$Y=C_y+\sum _{j_y=1}^{k_y}{\mu }_{j_y}·{\tau }_{j_y}$

wherein Y is the second coordinate of the position of the centre of gravity of the structure on a plane of projection, k_y is a natural number and μ are the responses measured by the first plurality of installed sensors, wherein the subscript in the response μ denotes the sensor which has performed the measurement,

wherein for determining the second coordinate of the position of the centre of gravity a third group of sensors is used which comprises a number of installed sensors k_y, and wherein

Y-coefficients τ_jy, with j_y=1, . . . k_y, and Y-constant C_y are previously determined applying the following calibration steps at least after steps i)-iv), wherein the step ii) further comprises measuring the second coordinate of the position of the centre of gravity of the structure in each loading state:

• • viii′) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations equal or greater than N_y+1, being N_y the number of calibration sensors in the group, wherein the equation systems is:

$Y_1=C_y+\sum _{n=1}^{N_y}{\mu }_{n,1}·{\tau }_n$ $⋮$ $Y_P=C_y+\sum _{n=1}^{N_y}{\mu }_{n,P}·{\tau }_n$

• • μ_n,q being the measured responses of the calibration sensors and Y_q being the Y-coordinate of the centre of gravity associated to the respective loading state q, q=1, . . . , P,
  • wherein the equation systems are solved by least squares method, obtaining as a result Y-coefficients τ_n for n=1, . . . , N_y, and Y-constant C_y,
  • ix′) determining for each group of calibration sensors an estimated Y-coordinate of the centre of gravity for each loading state as

${\mathrm{Ye}}_i=C_y+\sum _{n=1}^{N_y}{\mu }_{n,i}·{\tau }_n$

• • where μ_n,i are the responses of the calibration sensors of the group, associated to a loading state i, and
  • x′) selecting a third group of calibration sensors which fulfils that a third probable error PE_Y is minimum, wherein PE_Y is:

${\mathrm{PE}}_Y=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{Ye}}_i-Y_i\right)}^2}{s-\left(N_y+1\right)}}$

s being the total number of loading states, N_y being the number of calibration sensors in said group of calibration sensors, C_E being a real positive number, Ye_i being the estimated Y-coordinate and Y_i being the measured Y-coordinate for loading state i,

wherein the first plurality of installed sensors further includes the third group of calibration sensors selected in step x′) and wherein k_y is the number of sensors in the third group of calibration sensors. k_y is less than or equal to m.

The value of constant C_E for calculating the third probable error may be equal to or different from the values of constant C_E used for calculating the first and/or the second probable error. The constant C_E is a real and positive number. In a preferred embodiment, for calculating the first, second and third probable errors, the constant C_E is 0.6745.

Prior to determining a second coordinate of the position of the centre of gravity of the structure based on the measured responses of the first plurality of installed sensors located in such structure, it is necessary to determine which sensors are going to be used.

Thus, as a result of calibration steps, a third group of installed sensor is further selected and coefficients τ_jy, with j_y=1, . . . k_y, and constant C_y are computed. In the present invention constant C_y is a real number. Based on the computed coefficients and constant, the second coordinate of the centre of gravity of the structure can be also determined at any moment as a function of the measured responses of the first plurality of installed sensors.

According to this embodiment, the calibration further comprises the steps viii′)-x′). Once a plurality of calibration sensors are installed in the structure and the structure is loaded with different probe weights to obtain a plurality of loading states, the second coordinate of the position of the centre of gravity is also measured for each loading state. Measurement of the second coordinate of the position of the centre of gravity can be performed in a conventional way, such as using a plurality of weighing scales. The second coordinate of the position of the centre of gravity is determined based on the known position of each weighing scale and on the weight measured by each weighing scale.

Once the responses of the calibration sensors and the second coordinate od the position of the centre of gravity is obtained and recorded for each loading state, then the coefficient τ_jy and constant C_y of the second coordinate of the position of the centre of gravity of the structure is determined.

For determining such coefficient and constant for the second coordinate of the centre of gravity, groups of at least two calibration sensors are selected, and for each group an equation system as defined on step viii′) is solved by the least squares method as for the weight and the first coordinate of the centre of gravity.

To determine which sensors, among the calibration sensors, are going to be installed sensors used for determining the second coordinate of the position of the centre of gravity of the structure, it is selected a third group of calibration sensors which fulfils that a third probable error is minimum, as it is defined in step x′). Thus, in this embodiment the first plurality of installed sensors includes the first group of calibration sensors selected in step vii), the second group of calibration sensors selected in step x) and the third group of calibration sensors selected in step x′). For determining the second coordinate of the position of the centre of gravity the third group of installed sensors is used.

These groups of installed sensors defined the first plurality of installed sensors which are located in the sensitive load points of the structure and which are used to determine the weight and/or the first and second coordinates of the position of the centre of gravity of the structure. One or several of the installed sensors included in one of the groups may be included in one or both of the other groups.

Advantageously, since the present invention allows further determining the second coordinate of the position of the centre of gravity based in measurements by the sensors installed in the at least one sensitive load point, the method increases the accuracy and the reliability of the determination of the position of the centre of gravity.

In a particular embodiment, the method comprises, after steps vii), x) and/or x′), verifying for at least one loading state i that

• • the first group of calibration sensors fulfills that a weight residual value (εw_i) is lower than a first predefined threshold,

wherein

$\varepsilon w_i=100·\frac{\left({\mathrm{We}}_i-W_i\right)}{W_i},$

and/or

• • the second group of calibration sensors fulfills that a X-coordinate residual value (εx_i) is lower than a second predefined threshold,

wherein

$\varepsilon x_i=100·\frac{\left({\mathrm{Xe}}_i-X_i\right)}{X_i},$

and/or

• • the third group of calibration sensors fulfills that a Y-coordinate residual value (εy_i) is lower than a third predefined threshold,

wherein

$\varepsilon y_i=100·\frac{\left({\mathrm{Ye}}_i-Y_i\right)}{Y_i},$

In an embodiment the first predefined threshold, the second predefined threshold and/or the third predefined threshold is 3%, preferably 2%.

Advantageously, this additional step of verifying if the groups of calibration sensors selected fulfill such requirement allows checking the accuracy of the equations.

In a particular embodiment, the present method comprises performing the following steps prior to step a):

• • selecting at least one sensitive load point in the structure, and
  • installing at least one sensor on the at least one sensitive load point.

In a particular embodiment, at each iteration of step ii) of the present method, the structure is loaded with the probe weights Wp_i in steps of a percentage of a maximum admissible weight of the structure. For example the structure can be loaded with the 0%, 20%, 40%, 60%, 80% and 100% of the probe weights Wp_i. Advantageously, loading the structure in steps allows checking the linearity of the sensors.

In a particular embodiment of the method:

• • a plurality of first groups of calibration sensors are selected at step vii), wherein the first groups of calibration sensors fulfil that the first probable error is minimum, and/or
  • a plurality of second groups of calibration sensors are selected at step x), wherein the second groups of calibration sensors fulfil that the second probable error is minimum, and/or
  • a plurality of third groups of calibration sensors are selected at step x′), wherein the third groups of calibration sensors fulfil that the third probable error is minimum.

In this embodiment more than one group of calibration sensors are selected for determining the weight and/or at least one of the coordinates of the position of the centre of gravity, wherein each group of calibration sensors has an associated equation for determining the weight and/or at least one of the coordinates of the position of the centre of gravity. Thus, once the calibration has been performed for a structure, the weight and/or the position of the centre of gravity of the structure loaded with an unknown weight can be determined using several equations. The redundancy in the determination of the weight and/or the position of the centre of gravity of the structure allows verifying if the method and/or the sensors are working properly. In a preferred embodiment at least two groups of sensors having different number of sensors are selected.

In a particular embodiment, the structure is an on ground vehicle.

In a particular embodiment, the at least one sensitive load point of the structure is located in at least one bulkhead of the vehicle.

In the context of this specification, the bulkhead of an on ground vehicle is to be understood as the area of the vehicle where the support elements are fixed. The support elements of the on ground vehicle are the elements on which the vehicle is seated on the ground. For example, a bulkhead may be the area where such support elements are housed. In a particular embodiment wherein the vehicle is an aircraft, the support elements are understood as landing gears.

In a particular embodiment, the on ground vehicle is an aircraft.

In a particular embodiment, the at least one sensitive load point is located in at least one landing gear bulkhead.

In a particular embodiment, the at least one sensitive load point is located in the nose landing gear pin.

In a particular embodiment, the at least one sensitive load point is located in the main landing gear pin.

As a difference with the state of the art, in the method of the invention the landing gears are not instrumented with sensors. In this way, the measurements taken by the sensors are not dependent on changes in geometry nor on the shock absorbers behavior. In this embodiment, the instrumentation is located in an area surrounding the landing gears or in instrumented pins receiving loads without direction changes or with very small direction changes. Instrumenting in such way there is not dependency on geometry changes neither on temperatures nor sticking influences neither other extraneous influences.

In a particular embodiment, the position of the centre of gravity and/or the weight are measured in calibration step ii) using scales and/or jacks with load cells, preferably, using three hydraulic jacks.

In a particular embodiment, the method further comprises the following steps:

• • c) measuring the responses of a second plurality of installed sensors located in at least one lifting surface of the structure, and
  • d) determining a corrected weight of the structure and/or a corrected position of the centre of gravity of the structure as:

$W_{\mathrm{corrected}}=W-\sum _{h=1}^MV_h^{\prime }$ $X_{\mathrm{corrected}}=\frac{X·W-\sum _{h=1}^M\left(X_h^{\prime }·V_h^{\prime }\right)}{W-\sum _{h=1}^MV_h^{\prime }}$ $Y_{\mathrm{corrected}}=\frac{Y·W-\sum _{h=1}^M\left(Y_h^{\prime }·V_h^{\prime }\right)}{W-\sum _{h=1}^MV_h^{\prime }}$

wherein W is the calculated weight of the structure, (X, Y) is the calculated position of the centre of gravity of the structure,

wherein M is the number of lifting surfaces considered at step c),

wherein V′_h is the vertical component of a resultant force applied on a lifting surface h of the structure,

wherein X′_h and Y′_h are the X-coordinate and Y-coordinate, respectively, through which the vertical component of the resultant force passes, wherein V′_h, X′_h and Y′_h are determined based on the measured responses, for each lifting surface as:

$V^{\prime }=C_v^{\prime }+\sum _{j_v=1}^{L_v}{\mu }_{j_v}^{\prime }·{\beta }_{j_v}^{\prime }$ $X^{\prime }=C_x^{\prime }+\sum _{j_x=1}^{L_x}{\mu }_{j_x}^{\prime }·{\gamma }_{j_x}^{\prime }$ $Y^{\prime }=C_y^{\prime }+\sum _{j_y=1}^{L_y}{\mu }_{j_y}^{\prime }·{\tau }_{j_y}^{\prime }$

wherein μ′ are the responses measured by the second plurality of installed sensors, the subscript in the response denoting the sensor which has performed the measurement, being L_v, L_x and L_y natural numbers,

wherein W, V′ and W_corrected are expressed in the same axes system; X, X′ and X_corrected are expressed according to the same coordinate system, and Y, Y′ and Y_corrected are expressed according to the same coordinate system,

and wherein:

for determining V′ a fourth group of sensors is used which comprises a number of installed sensors L_v,

for determining X′ a fifth group of sensors is used which comprises a number of installed sensors L_x

for determining Y′ a sixth group of sensors is used which comprises a number of installed sensors L_y, and wherein

coefficients β′_jv, with j_v=1, . . . L_v, γ′_jx, with j_x=1, . . . L_x, and τ′_jy, with j_y=1, . . . L_y, and constants C′_v, C′_x, C′_y are previously determined applying the following calibration steps:

• • s-i) locating a plurality of calibration sensors in at least one lifting surface of the structure, wherein the number of calibration sensors is m′, m′ being a natural number,
  • s-ii) applying a probe force to the at least one lifting surface of the structure, obtaining a force state, and measuring the vertical component of the resultant force, the X-coordinate and the Y-coordinate respectively through which the vertical component of the resultant force passes in said force state,
  • s-iii) measuring for each calibration sensor the response associated to the force state,
  • s-iv) repeating steps s-ii) and s-iii) for a plurality of force states f, with f=1, . . . s′, being s′ the number of force states, wherein for each force state a different probe force is applied to the at least one lifting surface, s′ being a natural number,
  • s-v) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations greater than N_v+1, being N_v the number of calibration sensors in the group, wherein the equation system is:

$V_1^{\prime }=C_v^{\prime }+\sum _{n=1}^{N_v}{\mu }_{n,1}^{\prime }·{\beta }_n^{\prime }$ $⋮$ $V_P^{\prime }=C_v^{\prime }+\sum _{n=1}^{N_v}{\mu }_{n,P}^{\prime }·{\beta }_n^{\prime }$

• • with μ′_n,q, with n=1, . . . , N_v being the measured responses of the calibration sensors and V′_q being the vertical component of the resultant force measured for the respective force state q, with q=1, . . . , P,
  • wherein the equation systems are solved by least squares method, obtaining as a result vertical force coefficients β′_n for n=1, . . . , N_v and constant C′_v,
  • s-vi) determining, for each group of calibration sensors an estimated vertical force Ve′_f for each force state f as

${\mathrm{Ve}}_f^{\prime }=C_v^{\prime }+\sum _{n=1}^{N_v}{\mu }_{n,f}^{\prime }·{\beta }_n^{\prime }$

• • where μ′_n,f are the responses of the calibration sensors of the group, associated to a force state f,
  • s-vii) selecting a fourth group of calibration sensors which fulfils that a fourth probable error PE′_v is minimum, wherein PE′_v is:

${\mathrm{PE}}_v^{\prime }=C_E\sqrt{\frac{\sum _{f=1}^{s\prime }{\left({\mathrm{Ve}}_f^{\prime }-V_f^{\prime }\right)}^2}{s^{\prime }-\left(N_v+1\right)}}$

s′ being the total number of force states, N_v being the number of calibration sensors in said group of calibration sensors, C_E being a real positive number, Ve′_f being the estimated vertical force and V′_f being the vertical component of the resultant force measured for force state f,

• • s-viii) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations equal to or greater than N_x+1, being N_x the number of calibration sensors in the group, wherein the equation systems is:

$X_1^{\prime }=C_x^{\prime }+\sum _{n=1}^{N_x}{\mu }_{n,1}^{\prime }·{\gamma }_n^{\prime }$ $⋮$ $X_P^{\prime }=C_x^{\prime }+\sum _{n=1}^{N_x}{\mu }_{n,P}^{\prime }·{\gamma }_n^{\prime }$

• • μ′_n,q being the measured responses of the calibration sensors and X′_q being the X-coordinate through which the measured vertical component of the resultant force passes, associated to the respective force state q, q=1, . . . , P
  • wherein the equation systems are solved by least squares method, obtaining as a result X-coefficients γ′_n for n=1, . . . , N_x and X-constant C′_x,
  • s-ix) determining for each group of calibration sensors an estimated X-coordinate Xe′_f through which the vertical component of the resultant force passes for each force state f, as

${\mathrm{Xe}}_f^{\prime }=C_x^{\prime }+\sum _{n=1}^{N_x}{\mu }_{n,f}^{\prime }·{\gamma }_n^{\prime }$

• • where μ′_n,f are the responses of the calibration sensors of the group, associated to a force state f,
  • s-x) selecting a fifth group of calibration sensors which fulfils that a fifth probable error PE′_X is minimum, wherein PE′_X is:

${\mathrm{PE}}_X^{\prime }=C_E\sqrt{\frac{\sum _{f=1}^{s\prime }{\left({\mathrm{Xe}}_f^{\prime }-X_f^{\prime }\right)}^2}{s^{\prime }-\left(N_x+1\right)}}$

s′ being the total number of force states, N_x being the number of calibration sensors in the group of calibration sensors, C_E being a real positive number, Xe′_f being the estimated X-coordinate through which the vertical component of the resultant force passes and X′_f being the X-coordinate through which the measured vertical component of the resultant force passes for force state f,

• • s-xi) selecting groups of at least two calibration sensors and solving for each group an equation system with a number of equations P equal or greater than N_y+1, being N_y the number of calibration sensors in the group, wherein the equation system is:

$Y_1^{\prime }=C_y^{\prime }+\sum _{n=1}^{N_y}{\mu }_{n,1}^{\prime }·{\tau }_n^{\prime }$ $⋮$ $Y_P^{\prime }=C_y^{\prime }+\sum _{n=1}^{N_y}{\mu }_{n,P}^{\prime }·{\tau }_n^{\prime }$

• • μ′_n,q being the measured responses of the calibration sensors and Y′_q being the Y-coordinate through which the measured vertical component of the resultant force passes, associated to the respective force state, q=1, . . . , P
  • wherein the equation systems are solved by least squares method, obtaining as a result Y-coefficients τ′_n for n=1, . . . , N_y and Y-constant C′_y,
  • s-xii) determining for each group of calibration sensors an estimated Y-coordinate through which the vertical component of the resultant force passes for each force state, as

${\mathrm{Ye}}_f^{\prime }=C_y^{\prime }+\sum _{n=1}^{N_y}{\mu }_{n,f}^{\prime }·{\tau }_n^{\prime }$

• • where μ′_n,f are the responses of the calibration sensors of the group, associated to a force state f,
  • s-xiii) selecting a sixth group of calibration sensors which fulfils that a sixth probable error PE′_Y is minimum, wherein PE′_Y is:

${\mathrm{PE}}_Y^{\prime }=C_E\sqrt{\frac{\sum _{f=1}^{s\prime }{\left(Y^{\prime }e_f-Y_f^{\prime }\right)}^2}{s^{\prime }-\left(N_y+1\right)}}$

s′ being the total number of force states, N_y being the number of calibration sensors in the selected group of calibration sensors, and C_E being a real positive number,

• • s-xiv) selecting as the second plurality of installed sensors a plurality of calibration sensors including:
    • the fourth group of calibration sensors selected in step s-vii),
    • the fifth group of calibration sensors selected in step s-x), and
    • the sixth group of calibration sensors selected in step s-xiii),

wherein L_v is the number of sensors in the fourth group of calibration sensors, L_x is the number of sensors in the fifth group of calibration sensors and L_y is the number of sensors in the sixth group of calibration sensors. L_v, L_x and L_y are less than or equal to m′.

In addition to determining the total weight and the position of the centre of gravity of a structure, the present method also allows determining the external forces acting on lifting surfaces of the structure. Therefore, the results of the weight and the position of the centre of gravity obtained in step b) can advantageously be corrected on the basis of said external forces acting on the lifting surfaces of the structure.

Through this entire document, the coordinates through which the vertical force or the vertical resultant force passes are defined in relation to the same coordinate system of the centre of gravity. The external forces which act on lifting surfaces are defined in relation to an axes system which will be understood as the previous coordinate system.

Prior to determining the corrected weight and the corrected centre of gravity of the structure based on the vertical component of a resultant force applied on a lifting surface of the structure and the X-coordinate and the Y-coordinate through which such vertical component of the resultant force passes, it is necessary to determine such component and coordinates based on the measured responses of a second plurality of installed sensors located in the lifting surface of a structure, and also to determine which sensors are going to be used. The determination of such second plurality of installed sensors is carried out by calibration steps.

The calibration steps defined for determining the weight and the position of the centre of gravity are similar to the calibration steps for determining the resultant force and the X-coordinate and the Y-coordinate through which the vertical component of the resultant force passes according to each lifting surface of the structure.

In the calibration steps s-i) to s-xi) of the present method, a plurality of calibration sensors are installed in at least one lifting surface h of the structure. In the context of the specification, a lifting surface of a structure is to be understood as a structure body shaped to produce a normal reaction to its movement through the air.

Once a plurality of calibration sensors are installed in at least one lifting surface, different probe forces are applied on the lifting surface, obtaining different force states. The vertical component, and the X-coordinate and the Y-coordinate respectively through which such vertical component of the resultant force passes in each force state can be measured in a conventional way. Furthermore, the measured response of each calibration sensor is recorded for each force state. Once the responses of the calibration sensors and the vertical component, and the X-coordinate and the Y-coordinate of the resultant force are obtained and recorded for each force state, then the coefficients β′_jv, γ′_jx and τ′_jy and constants C′_v, C′_x, C′_y are respectively determined.

For determining such coefficients and constants, groups of at least two calibration sensors are selected, and for each group an equation system as defined on steps s-v), s-viii) and s-xi) is solved by the least squares method. In the equation system each equation corresponds to a loading state and the number of equations is equal to or greater than the number of calibration sensors in the group plus one.

To determine which sensors, among the calibration sensors, are going to be the installed sensors used for determining the vertical component of a resultant force, the X-coordinate and the Y-coordinate respectively through which the vertical component of the resultant force passes on lifting surfaces, it is selected:

• • a fourth group of calibration sensors which fulfils that a fourth probable error is minimum;
  • a fifth group of calibration sensors which fulfils that a fifth probable error is minimum; and
  • a sixth group of calibration sensors which fulfils that a sixth probable error is minimum;

wherein such probable errors are defined in step s-vii), s-x) and s-xiii) respectively of the present method.

For determining the vertical component of a resultant force applied on the lifting surfaces it is used a fourth group of sensors; for determining the X-coordinate through which the vertical component of the resultant force passes on the lifting surface it is used a fifth group of sensors; and for determining the Y-coordinate through which the vertical component of the resultant force passes it is used a sixth group of sensors. Such three groups of sensors are previously determined in the calibration steps and define the second plurality of installed sensors which are located in lifting surfaces of the structure and are used to determine a corrected weight and/or a corrected centre of gravity of the structure. One or several of the installed sensors included in one of the groups may be included in one or both of the other groups. In a particular embodiment wherein it is determined only one of the coordinates of the position of the centre of gravity, it is understood that the present method can correct such coordinate of the centre of gravity independently.

Advantageously, since the present embodiment allows determining the position of the centre of gravity and the weight considering the external forces applied on lifting surfaces based on measurements by the sensors located in at least one lifting surface, the method increases the accuracy and the reliability of the determination of the weight and the centre of gravity.

In a more particular embodiment, the structure is an aircraft comprising lifting surfaces, and in step s-ii) and s-iv) of calibration steps, a plurality of probe forces are applied on the at least one lifting surface of the aircraft.

In a second inventive aspect, the present invention provides a system configured for determining the weight and/or at least a first coordinate of the position of the centre of gravity of a structure, comprising:

• • a plurality of installed sensors located on the structure,
  • a data acquisition module configured to register data from the plurality of installed sensors on the structure, and
  • data processing means configured to perform at least step b) of the method according to the first inventive aspect.

The data acquisition module and the data processing means may be implemented as two different elements in data communication or as a single processor.

In a third inventive aspect, the present invention provides a vehicle comprising the system according to the second inventive aspect. Preferably the vehicle is an aircraft.

All the features described in this specification (including the claims, description and drawings) and/or all the steps of the described method can be combined in any combination, with the exception of combinations of such mutually exclusive features and/or steps.

DESCRIPTION OF THE DRAWINGS

These and other characteristics and advantages of the invention will become clearly understood in view of the detailed description of the invention which becomes apparent from a preferred embodiment of the invention, given just as an example and not being limited thereto, with reference to the drawings.

FIG. 1 shows sensitive load points used in an embodiment of the present invention.

FIG. 2 shows sensitive load points used in an embodiment of the present invention.

FIGS. 3a-3b show the installation of a sensor in at least one sensitive load point according to an embodiment of the present invention.

FIG. 4 shows an aircraft loaded with weight probes according to an embodiment of the present invention.

FIGS. 5a and 5b show a method to obtain the weight and the center of gravity by mean of jacks with load cells according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Once the object of the invention has been outlined, specific non-limitative embodiments are described hereinafter. In particular, it is described an embodiment of the method for determining the weight (W) and a first coordinate, which is the X-coordinate, of the position of the centre of gravity (X, Y) of an aircraft (6). In this particular embodiment, the position of the centre of gravity is defined in relation to a coordinate system, the origin of which is a predefined point. In this particular example, the origin is located in the X-axis in front of the nose of the aircraft (6) if seen from the side, in particular at a distance of 1587 mm from the nose. In this aircraft (6) the X-axis is selected as the projection on the horizontal plane of the longitudinal direction along the fuselage (roll axis).

FIGS. 1 and 2 respectively show a main landing gear bulkhead (1) and a nose landing gear (2) of an aircraft (6). Selected sensitive load points (3) in the main landing gear bulkhead (1) and in pins (7) of the nose landing gear (2) are indicated in these figures. In the context of the invention the sensitive load points (3) of the structure which weight and/or centre of gravity are to be determined are the points where the structure is seated on the ground. In this particular example four of the sensitive load points (3) are located in the main landing gear bulkhead (1) and three of the sensitive load points (3) are located in the pins (7) of the nose landing gear (2), as shown in FIGS. 1 and 2 respectively.

After selecting the sensitive load points (3), at least one sensor (4) is located in each sensitive load point (3). In this particular example, the sensors (4) are strain gauge bridges. In FIGS. 3a and 3b, some of the strain gauge bridges (4) installed on the structure are schematically shown.

The strain gauge bridges (4) are attached to the structure by abrasion, adhesive application, application of pressure, and thermal curing. In the example shown in FIG. 3a, the strain gauge bridges (4) are attached to the main landing gear bulkhead (1). In FIG. 3b, the strain gauge bridges (4) are attached to the nose landing gear pin (7). In this particular example of FIG. 3b, the sensor (4) is embedded in one of the pins (7) of the nose landing gear pins.

Example

For a particular example, prior to determining the weight (W) and the X-coordinate (X) of the position of the centre of gravity (X, Y) of an aircraft (6), the following calibration steps were performed:

i) 19 calibration sensors were located in sensitive load points (3) of the aircraft (6). Thus, in this particular example m=19. In this particular example, all the calibration sensors located are strain gauges bridges. Further, the calibration sensors 1 to 16 are located in the main landing gear bulkhead, and the calibration sensors 17 to 19 are located in the nose landing gear pin (7).

ii) The structure was loaded with a probe weight Wp₁, obtaining a first loading state (i=1), and the X-coordinate of the centre of gravity (X₁) and the weight (W₁) of the aircraft were measured for the loading state i=1. In this particular example, the Y-coordinate of the centre of gravity is not exemplified below, since it is obtained as for the X-coordinate.

iii) For each calibration sensor r the response μ_r,1 associated to the loading state i=1 was measured, with r=1, . . . 19.

iv) Steps ii) and iii) were repeated for a plurality of loading states i. In this example, nine different configurations of loaded probe weights were used, different loading states being obtained by modifying the weight and/or the location of the probe weight loaded on the aircraft (6). As schematically shown in FIG. 4, twelve water tanks (8) were arranged at specific positions in the aircraft (6). In this example the loading states were obtained by filling up different combinations of tanks at different water levels. Tables 1A-1B show the filled water tanks and the maximum probe weight in each configuration. In Tables 1A-1B and in FIG. 4 the twelve tanks (8) are identified as T1, T2, . . . T12.

	TABLE 1A
	Probe weight (kg)
	T1	T2	T3	T4	T5	T6	T7
configuration 1	1000		1000
configuration 2
configuration 3	1000	1000
configuration 4		1000		1000
configuration 5					1000	1000	1000
configuration 6							1000
configuration 7						1000
configuration 8		1000
configuration 9		1000		1000	1000	1000	1000

	TABLE 1B
	Probe weight (kg)
	T8	T9	T10	T11	T12	Total Kg
configuration 1						2000
configuration 2		1000		1000		2000
configuration 3						2000
configuration 4				1000	1000	4000
configuration 5	1000					4000
configuration 6	1000			1000	1000	4000
configuration 7	1000	1000		1000		4000
configuration 8		1000				2000
configuration 9	1000	1000	1000	1000	1000	10000

Additionally, for each of the configurations of filled water tanks (8) of Tables 1A-1B, several percentages of filling were considered. For example, for configuration 1 as indicated in Tables 1A-1B increasing percentages of tanks filling of 33%, 66%, 100% and decreasing percentages of tanks filling of 66%, 33% and 0% where considered. As a result, six loading states were obtained for configuration 1 of tanks (8) indicated in Table 1.

In these calibration steps, the weight (W_i) and the X-coordinate (X_i) of the position of the centre of gravity of the aircraft (6) in each loading state i have been measured with jacks with load cells as it is schematically shown in FIGS. 5a and 5b, wherein the load cell (10) is attached to the hydraulic jack (9) in a jacking point (11) in order to measure the real weight value (W_i) and real X-coordinate (X_i) of the centre of gravity of the aircraft (6) in each loading state i. The load cell (10) is connected to a weight indicator system (5) which registers the measures.

The following tables 2A-2E to 10A-10E show the weight (W_i), the X-coordinate (X_i) of the centre of gravity and the response of each sensor (the sensors are identified as “bridges”) measured for each loading state i:

TABLE 2A
CONFIGURATION 1: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	01	02	03	04
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	111022.080	11117.346	−0.590	0.022	−1.503	−0.250
66%	117004.640	10835.995	−0.597	0.024	−1.518	−0.247
100%	122297.760	10614.656	−0.604	0.027	−1.542	−0.241
66%	115403.360	10948.294	−0.607	0.028	−1.549	−0.243
33%	110888.640	11164.416	−0.603	0.031	−1.570	−0.224
0%	103527.200	11424.708	−0.586	0.032	−1.537	−0.219

TABLE 2B
CONFIGURATION 1: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	111022.080	11117.346	−0.033	−0.247	−0.377	−0.397
66%	117004.640	10835.995	−0.038	−0.253	−0.391	−0.407
100%	122297.760	10614.656	−0.035	−0.259	−0.395	−0.414
66%	115403.360	10948.294	−0.028	−0.253	−0.380	−0.402
33%	110888.640	11164.416	−0.022	−0.263	−0.328	−0.427
0%	103527.200	11424.708	−0.013	−0.249	−0.311	−0.398

TABLE 2C
CONFIGURATION 1: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	09	10	11	12
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	111022.080	11117.346	−0.607	0.005	−1.433	−0.087
66%	117004.640	10835.995	−0.614	0.005	−1.450	−0.086
100%	122297.760	10614.656	−0.626	0.012	−1.489	−0.064
66%	115403.360	10948.294	−0.628	0.009	−1.497	−0.069
33%	110888.640	11164.416	−0.611	0.007	−1.443	−0.086
0%	103527.200	11424.708	−0.593	0.007	−1.418	−0.080

TABLE 2D
CONFIGURATION 1: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	13	14	15	16
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	111022.080	11117.346	−0.068	−0.226	−0.434	−0.347
66%	117004.640	10835.995	−0.071	−0.231	−0.441	−0.356
100%	122297.760	10614.656	−0.068	−0.245	−0.434	−0.382
66%	115403.360	10948.294	−0.057	−0.238	−0.416	−0.371
33%	110888.640	11164.416	−0.066	−0.219	−0.444	−0.333
0%	103527.200	11424.708	−0.061	−0.209	−0.432	−0.316

TABLE 2E
CONFIGURATION 1: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
33%	111022.080	11117.346	1.915	1.042	1.080
66%	117004.640	10835.995	2.335	1.294	1.289
100%	122297.760	10614.656	2.895	1.627	1.611
66%	115403.360	10948.294	2.317	1.334	1.372
33%	110888.640	11164.416	1.860	1.012	1.045
0%	103527.200	11424.708	1.460	0.798	0.882

TABLE 3A
CONFIGURATION 2: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	01	02	03	04
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	108686.880	11509.888	−0.618	0.025	−1.561	−0.250
66%	114157.920	11590.373	−0.661	0.031	−1.665	−0.250
100%	120162.720	11673.937	−0.727	0.040	−1.826	−0.242
66%	112734.560	11579.179	−0.681	0.043	−1.725	−0.215
33%	108086.400	11509.259	−0.613	0.014	−1.508	−0.282
0%	103349.280	11420.250	−0.585	0.014	−1.450	−0.270

TABLE 3B
CONFIGURATION 2: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	108686.880	11509.888	−0.030	−0.253	−0.387	−0.403
66%	114157.920	11590.373	−0.037	−0.278	−0.421	−0.443
100%	120162.720	11673.937	−0.043	−0.321	−0.454	−0.503
66%	112734.560	11579.179	−0.029	−0.309	−0.418	−0.471
33%	108086.400	11509.259	−0.047	−0.244	−0.460	−0.369
0%	103349.280	11420.250	−0.038	−0.232	−0.437	−0.341

TABLE 3C
CONFIGURATION 2: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	09	10	11	12
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	108686.880	11509.888	−0.641	0.011	−1.530	−0.067
66%	114157.920	11590.373	−0.683	0.016	−1.625	−0.056
100%	120162.720	11673.937	−0.728	0.017	−1.687	−0.059
66%	112734.560	11579.179	−0.680	0.018	−1.592	−0.037
33%	108086.400	11509.259	−0.647	0.014	−1.551	−0.048
0%	103349.280	11420.250	−0.613	0.015	−1.489	−0.037

TABLE 3D
CONFIGURATION 2: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	13	14	15	16
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	108686.880	11509.888	−0.060	−0.240	−0.404	−0.384
66%	114157.920	11590.373	−0.069	−0.262	−0.435	−0.416
100%	120162.720	11673.937	−0.098	−0.279	−0.575	−0.386
66%	112734.560	11579.179	−0.083	−0.267	−0.540	−0.367
33%	108086.400	11509.259	−0.065	−0.258	−0.373	−0.414
0%	103349.280	11420.250	−0.056	−0.247	−0.353	−0.393

TABLE 3E
CONFIGURATION 2: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
33%	108686.880	11509.888	1.334	0.735	0.784
66%	114157.920	11590.373	1.336	0.743	0.788
100%	120162.720	11673.937	1.296	0.746	0.799
66%	112734.560	11579.179	1.308	0.744	0.802
33%	108086.400	11509.259	1.374	0.771	0.822
0%	103349.280	11420.250	1.404	0.786	0.836

TABLE 4A
CONFIGURATION 3: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	01	02	03	04
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	109198.400	11162.881	−0.560	0.014	−1.417	−0.270
66%	115136.480	10924.562	−0.553	0.018	−1.404	−0.261
100%	120385.120	10738.966	−0.548	0.017	−1.388	−0.263
66%	115069.760	10940.000	−0.558	0.017	−1.414	−0.266
33%	109554.240	11157.164	−0.563	0.015	−1.431	−0.265
0%	104149.920	11395.553	−0.568	0.016	−1.446	−0.264

TABLE 4B
CONFIGURATION 3: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	05	06	07	08
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	109198.400	11162.881	−0.044	−0.208	−0.449	−0.320
66%	115136.480	10924.562	−0.048	−0.214	−0.460	−0.334
100%	120385.120	10738.966	−0.053	−0.194	−0.481	−0.296
66%	115069.760	10940.000	−0.049	−0.190	−0.484	−0.289
33%	109554.240	11157.164	−0.034	−0.220	−0.398	−0.352
0%	104149.920	11395.553	−0.033	−0.215	−0.400	−0.343

TABLE 4C
CONFIGURATION 3: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	09	10	11	12
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	109198.400	11162.881	−0.634	0.015	−1.549	−0.050
66%	115136.480	10924.562	−0.663	0.018	−1.612	−0.041
100%	120385.120	10738.966	−0.690	0.021	−1.657	−0.037
66%	115069.760	10940.000	−0.670	0.020	−1.628	−0.039
33%	109554.240	11157.164	−0.632	0.014	−1.525	−0.056
0%	104149.920	11395.553	−0.614	0.010	−1.495	−0.066

TABLE 4D
CONFIGURATION 3: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	13	14	15	16
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	109198.400	11162.881	−0.058	−0.249	−0.370	−0.412
66%	115136.480	10924.562	−0.067	−0.270	−0.399	−0.444
100%	120385.120	10738.966	−0.078	−0.285	−0.472	−0.442
66%	115069.760	10940.000	−0.067	−0.276	−0.443	−0.425
33%	109554.240	11157.164	−0.056	−0.252	−0.369	−0.418
0%	104149.920	11395.553	−0.040	−0.236	−0.330	−0.395

TABLE 4E
CONFIGURATION 3: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
33%	109198.400	11162.881	1.804	1.004	1.019
66%	115136.480	10924.562	2.243	1.261	1.239
100%	120385.120	10738.966	2.656	1.517	1.461
66%	115069.760	10940.000	2.305	1.352	1.331
33%	109554.240	11157.164	1.856	1.040	1.044
0%	104149.920	11395.553	1.494	0.855	0.906

TABLE 5A
CONFIGURATION 4: five loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	01	02	03	04
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	115381.120	11364.245	−0.662	0.030	−1.679	−0.250
66%	127168.320	11344.276	−0.745	0.042	−1.871	−0.248
100%	138221.600	11320.850	−0.828	0.052	−2.046	−0.250
50%	121719.520	11381.470	−0.735	0.049	−1.835	−0.222
0%	103972.000	11414.744	−0.587	0.029	−1.540	−0.229

TABLE 5B
CONFIGURATION 4: five loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	05	06	07	08
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	115381.120	11364.245	−0.034	−0.293	−0.398	−0.465
66%	127168.320	11344.276	−0.051	−0.350	−0.479	−0.550
100%	138221.600	11320.850	−0.074	−0.403	−0.577	−0.629
50%	121719.520	11381.470	−0.035	−0.355	−0.495	−0.538
0%	103972.000	11414.744	−0.029	−0.235	−0.348	−0.379

TABLE 5C
CONFIGURATION 4: five loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	09	10	11	12
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	115381.120	11364.245	−0.650	0.010	−1.527	−0.079
66%	127168.320	11344.276	−0.703	0.016	−1.648	−0.064
100%	138221.600	11320.850	−0.759	0.030	−1.794	−0.014
50%	121719.520	11381.470	−0.694	0.032	−1.672	0.004
0%	103972.000	11414.744	−0.596	0.005	−1.418	−0.096

TABLE 5D
CONFIGURATION 4: five loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	13	14	15	16
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
33%	115381.120	11364.245	−0.069	−0.244	−0.445	−0.374
66%	127168.320	11344.276	−0.079	−0.275	−0.485	−0.420
100%	138221.600	11320.850	−0.077	−0.316	−0.478	−0.495
50%	121719.520	11381.470	−0.060	−0.294	−0.444	−0.454
0%	103972.000	11414.744	−0.069	−0.198	−0.471	−0.285

TABLE 5E
CONFIGURATION 4: five loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
33%	115381.120	11364.245	1.692	1.010	1.010
66%	127168.320	11344.276	1.885	1.107	1.087
100%	138221.600	11320.850	2.017	1.161	1.153
50%	121719.520	11381.470	1.692	0.998	1.030
0%	103972.000	11414.744	1.417	0.823	0.820

TABLE 6A
CONFIGURATION 5: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	01	02	03	04
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	103972.000	11414.744	−0.588	0.029	−1.542	−0.228
33%	115603.520	11301.925	−0.649	0.037	−1.683	−0.233
66%	126567.840	11224.119	−0.702	0.040	−1.773	−0.243
100%	135508.320	11150.887	−0.754	0.049	−1.892	−0.237
50%	119717.920	11267.787	−0.674	0.038	−1.723	−0.239
0%	102370.720	11424.841	−0.601	0.035	−1.551	−0.210

TABLE 6B
CONFIGURATION 5: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	05	06	07	08
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	103972.000	11414.744	−0.029	−0.234	−0.350	−0.379
33%	115603.520	11301.925	−0.035	−0.274	−0.399	−0.440
66%	126567.840	11224.119	−0.036	−0.315	−0.429	−0.503
100%	135508.320	11150.887	−0.048	−0.353	−0.484	−0.562
50%	119717.920	11267.787	−0.037	−0.299	−0.412	−0.476
0%	102370.720	11424.841	−0.010	−0.258	−0.344	−0.408

TABLE 6C
CONFIGURATION 5: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	09	10	11	12
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	103972.000	11414.744	−0.597	0.005	−1.420	−0.095
33%	115603.520	11301.925	−0.659	0.012	−1.557	−0.081
66%	126567.840	11224.119	−0.721	0.022	−1.685	−0.046
100%	135508.320	11150.887	−0.766	0.029	−1.782	−0.028
50%	119717.920	11267.787	−0.686	0.020	−1.620	−0.053
0%	102370.720	11424.841	−0.600	0.018	−1.445	−0.035

TABLE 6D
CONFIGURATION 5: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	13	14	15	16
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	103972.000	11414.744	−0.070	−0.197	−0.472	−0.284
33%	115603.520	11301.925	−0.078	−0.234	−0.516	−0.339
66%	126567.840	11224.119	−0.080	−0.295	−0.509	−0.445
100%	135508.320	11150.887	−0.092	−0.325	−0.547	−0.491
50%	119717.920	11267.787	−0.076	−0.264	−0.480	−0.400
0%	102370.720	11424.841	−0.057	−0.230	−0.427	−0.339

TABLE 6E
CONFIGURATION 5: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
0%	103972.000	11414.744	1.422	0.760	0.822
33%	115603.520	11301.925	1.756	0.949	0.988
66%	126567.840	11224.119	2.012	1.111	1.131
100%	135508.320	11150.887	2.283	1.265	1.266
50%	119717.920	11267.787	1.901	1.069	1.129
0%	102370.720	11424.841	1.411	0.778	0.867

TABLE 7A
CONFIGURATION 6: six loading states
Per-			Bridge	Bridge	Bridge	Bridge
centage	Weight	X_CG	01	02	03	04
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102370.720	11424.841	−0.599	0.034	−1.552	−0.212
33%	114091.200	11544.014	−0.705	0.044	−1.827	−0.223
66%	125878.400	11630.835	−0.804	0.058	−2.047	−0.217
90%	135019.040	11692.424	−0.900	0.070	−2.245	−0.223
50%	120184.960	11586.200	−0.779	0.065	−1.964	−0.183
0%	102192.800	11423.009	−0.570	0.022	−1.480	−0.245

TABLE 7B
CONFIGURATION 6: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102370.720	11424.841	−0.009	−0.257	−0.344	−0.408
33%	114091.200	11544.014	−0.036	−0.311	−0.414	−0.502
66%	125878.400	11630.835	−0.058	−0.383	−0.518	−0.611
90%	135019.040	11692.424	−0.077	−0.444	−0.635	−0.698
50%	120184.960	11586.200	−0.034	−0.384	−0.524	−0.579
0%	102192.800	11423.009	−0.024	−0.223	−0.346	−0.366

TABLE 7C
CONFIGURATION 6: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	09	10	11	12
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102370.720	11424.841	−0.599	0.019	−1.446	−0.036
33%	114091.200	11544.014	−0.632	0.004	−1.463	−0.109
66%	125878.400	11630.835	−0.650	0.006	−1.509	−0.111
90%	135019.040	11692.424	−0.732	0.027	−1.709	−0.043
50%	120184.960	11586.200	−0.678	0.029	−1.606	−0.016
0%	102192.800	11423.009	−0.585	0.003	−1.373	−0.100

TABLE 7D
CONFIGURATION 6: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	13	14	15	16
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102370.720	11424.841	−0.056	−0.228	−0.427	−0.339
33%	114091.200	11544.014	−0.087	−0.204	−0.571	−0.252
66%	125878.400	11630.835	−0.086	−0.214	−0.577	−0.270
90%	135019.040	11692.424	−0.079	−0.256	−0.562	−0.363
50%	120184.960	11586.200	−0.065	−0.244	−0.532	−0.337
0%	102192.800	11423.009	−0.058	−0.194	−0.445	−0.288

TABLE 7E
CONFIGURATION 6: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
0%	102370.720	11424.841	1.410	0.796	0.870
33%	114091.200	11544.014	1.359	0.753	0.794
66%	125878.400	11630.835	1.481	0.821	0.859
100%	135019.040	11692.424	1.349	0.725	0.805
50%	120184.960	11586.200	1.350	0.743	0.816
0%	102192.800	11423.009	1.363	0.749	0.797

TABLE 8A
CONFIGURATION 7: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	01	02	03	04
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102192.800	11423.009	−0.575	0.017	−1.478	−0.247
33%	113735.360	11509.838	−0.652	0.026	−1.655	−0.255
66%	124988.800	11572.303	−0.732	0.040	−1.833	−0.250
100%	136397.920	11632.690	−0.810	0.052	−2.008	−0.246
50%	119740.160	11552.059	−0.694	0.030	−1.730	−0.269
0%	102392.960	11412.718	−0.594	0.024	−1.498	−0.234

TABLE 8B
CONFIGURATION 7: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102192.800	11423.009	−0.030	−0.227	−0.347	−0.365
33%	113735.360	11509.838	−0.037	−0.276	−0.401	−0.436
66%	124988.800	11572.303	−0.046	−0.322	−0.468	−0.503
100%	136397.920	11632.690	−0.061	−0.373	−0.538	−0.583
50%	119740.160	11552.059	−0.052	−0.282	−0.501	−0.441
0%	102392.960	11412.718	−0.023	−0.233	−0.418	−0.355

TABLE 8C
CONFIGURATION 7: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	09	10	11	12
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102192.800	11423.009	−0.587	−0.001	−1.372	−0.102
33%	113735.360	11509.838	−0.663	0.006	−1.546	−0.090
66%	124988.800	11572.303	−0.749	0.021	−1.743	−0.045
100%	136397.920	11632.690	−0.826	0.032	−1.905	−0.017
50%	119740.160	11552.059	−0.721	0.027	−1.721	−0.017
0%	102392.960	11412.718	−0.607	0.022	−1.492	−0.010

TABLE 8D
CONFIGURATION 7: six loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	13	14	15	16
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102192.800	11423.009	−0.068	−0.201	−0.447	−0.287
33%	113735.360	11509.838	−0.078	−0.240	−0.492	−0.350
66%	124988.800	11572.303	−0.085	−0.291	−0.536	−0.428
100%	136397.920	11632.690	−0.101	−0.339	−0.596	−0.497
50%	119740.160	11552.059	−0.072	−0.282	−0.457	−0.442
0%	102392.960	11412.718	−0.046	−0.233	−0.387	−0.362

TABLE 8E
CONFIGURATION 7: six loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
0%	102192.800	11423.009	1.367	0.729	0.793
33%	113735.360	11509.838	1.427	0.755	0.817
66%	124988.800	11572.303	1.436	0.762	0.831
100%	136397.920	11632.690	1.481	0.787	0.851
50%	119740.160	11552.059	1.422	0.741	0.824
0%	102392.960	11412.718	1.363	0.724	0.808

TABLE 9A
CONFIGURATION 8: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	01	02	03	04
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102392.960	11412.718	−0.594	0.026	−1.497	−0.236
50%	111555.840	11324.863	−0.589	0.019	−1.489	−0.262
100%	119540.000	11263.699	−0.621	0.026	−1.583	−0.246
50%	111066.560	11341.331	−0.609	0.028	−1.568	−0.237
0%	102170.560	11411.070	−0.568	0.011	−1.435	−0.266

TABLE 9B
CONFIGURATION 8: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102392.960	11412.718	−0.021	−0.232	−0.417	−0.354
50%	111555.840	11324.863	−0.034	−0.230	−0.393	−0.362
100%	119540.000	11263.699	−0.030	−0.258	−0.361	−0.410
50%	111066.560	11341.331	−0.023	−0.251	−0.352	−0.388
0%	102170.560	11411.070	−0.032	−0.228	−0.356	−0.362

TABLE 9C
CONFIGURATION 8: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	09	10	11	12
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102392.960	11412.718	−0.607	0.023	−1.492	−0.012
50%	111555.840	11324.863	−0.668	0.011	−1.577	−0.071
100%	119540.000	11263.699	−0.732	0.018	−1.707	−0.048
50%	111066.560	11341.331	−0.673	0.020	−1.587	−0.033
0%	102170.560	11411.070	−0.595	0.004	−1.423	−0.082

TABLE 9D
CONFIGURATION 8: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	13	14	15	16
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102392.960	11412.718	−0.044	−0.232	−0.384	−0.362
50%	111555.840	11324.863	−0.066	−0.259	−0.432	−0.407
100%	119540.000	11263.699	−0.093	−0.309	−0.516	−0.462
50%	111066.560	11341.331	−0.072	−0.290	−0.466	−0.430
0%	102170.560	11411.070	−0.057	−0.225	−0.334	−0.374

TABLE 9E
CONFIGURATION 8: five loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
0%	102392.960	11412.718	1.376	0.724	0.819
50%	111555.840	11324.863	1.640	0.874	0.932
100%	119540.000	11263.699	1.863	1.017	1.043
50%	111066.560	11341.331	1.649	0.918	0.970
0%	102170.560	11411.070	1.389	0.729	0.818

TABLE 10A
CONFIGURATION 9: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	01	02	03	04
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102122.100	11412.858	−0.562	0.016	−1.443	−0.259
50%	147150.000	11409.637	−0.841	0.058	−2.068	−0.251
100%	185801.400	11399.015	−1.075	0.103	−2.583	−0.189
50%	145580.400	11431.630	−0.856	0.074	−2.081	−0.187
0%	102612.600	11400.263	−0.602	0.036	−1.505	−0.222

TABLE 10B
CONFIGURATION 9: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	05	06	07	08
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102122.100	11412.858	−0.028	−0.228	−0.361	−0.366
50%	147150.000	11409.637	−0.073	−0.419	−0.595	−0.650
100%	185801.400	11399.015	−0.138	−0.605	−0.840	−0.923
50%	145580.400	11431.630	−0.049	−0.460	−0.608	−0.680
0%	102612.600	11400.263	−0.006	−0.253	−0.369	−0.383

TABLE 10C
CONFIGURATION 9: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	09	10	11	12
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102122.100	11412.858	−0.593	0.009	−1.430	−0.072
50%	147150.000	11409.637	−0.876	0.049	−2.036	0.036
100%	185801.400	11399.015	−1.111	0.094	−2.515	0.170
50%	145580.400	11431.630	−0.871	0.064	−2.025	0.105
0%	102612.600	11400.263	−0.606	0.026	−1.486	−0.015

TABLE 10D
CONFIGURATION 9: five loading states
Percent-			Bridge	Bridge	Bridge	Bridge
age of	Weight	X_CG	13	14	15	16
cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)	(mV/V)
0%	102122.100	11412.858	−0.049	−0.223	−0.338	−0.377
50%	147150.000	11409.637	−0.102	−0.408	−0.582	−0.629
100%	185801.400	11399.015	−0.167	−0.580	−0.840	−0.852
50%	145580.400	11431.630	−0.084	−0.432	−0.614	−0.647
0%	102612.600	11400.263	−0.033	−0.241	−0.378	−0.404

TABLE 10E
CONFIGURATION 9: five loading states
Percentage	Weight	X_CG	Bridge 17	Bridge 18	Bridge 19
of cargo	(N)	(mm)	(mV/V)	(mV/V)	(mV/V)
0%	102122.100	11412.858	1.402	0.746	0.824
50%	147150.000	11409.637	1.993	1.088	1.117
100%	185801.400	11399.015	2.415	1.330	1.335
50%	145580.400	11431.630	1.979	1.109	1.168
0%	102612.600	11400.263	1.422	0.786	0.891

Considering all the filling percentages, a total of 51 loading states were obtained.

Once the measurements of each sensor (4) were obtained according to each loading state i, the following calibration steps were performed:

v) Groups of four calibration sensors (N_w=4) were formed and for each group an equation system with a number of equations P=51 was solved by least squares. Also, groups of three calibration sensors (N_w=3) were formed and for each group an equation system with a number of equations P=51 was also solved by least squares. In this example, all the combinations of 3 sensors and 4 sensors were considered. For each group of sensors the weight coefficients β_n for n=1, . . . , 4 and for n=1, . . . , 3 were obtained, respectively.

vi) The estimated weight (We_i) for each loading state i and the first probable error (PE_w) were determined for each group of 4 and 3 sensors (N_w=4, N_w=3) using the measured responses and the obtained weight coefficients.

Below are shown several (not all) equations obtained in steps v) and vi) for some of the groups of four sensors (N_w=4) and the first probable error (PE_w) obtained for said groups:

We ^Eq1=(−86556.3×μ^bridge1)+(−73945.4×μ^bridge2)+(−63713.4×μ^bridge9)+(11350.0×μ^bridge17)  Equation 1:

First probable error for Equation 1: PE_w=736.0

We ^Eq2=(−72791.4×μ^bridge1)+(−75957.2×μ^bridge9)+(−65926.8 65926.8×μ^bridge10)+(11083.7×μ^bridge17)  Equation 2:

First probable error for Equation 2: PE_w=684.3

We ^Eq3=(−29698.7×μ^bridge3)+(−75203.4×μ^bridge9)+(24293.0×μ^bridge17)+(−25100.2×μ^bridge19)  Equation 3:

First probable error for Equation 3: PE_w=713.8

We ^Eq4=(−28387.9×μ^bridge3)+(−44809.5×μ^bridge5)+(−72570.8×μ^bridge9)+(11039.6×μ^bridge17)  Equation 4:

First probable error for Equation 4: PE_w=704.4

We ^Eq5=(−85744.5×μ^bridge1)+(−81280.3×μ^bridge2)+(−67149.1×μ^bridge9)+(18817.2×μ^bridge18)  Equation 5:

First probable error for Equation 5: PE_w=935.3

We ^Eq6=(−80364.5×μ^bridge1)+(−57544.1×μ^bridge2)+(−67523.6×μ^bridge9)+(20592.7×μbridge 19)  Equation 6:

First probable error for Equation 6: PE_w=1036.4

We ^Eq7=(−156095.0×μ^bridge1)+(−335755.3×μ^bridge2)+(181157.1×μ^bridge10)+(23123.7×μ^bridge18)  Equation 7:

First probable error for Equation 7: PE_w=1749.8

wherein We^Eq1 denotes an estimated weight obtained with a first combination of sensors, namely sensors 1, 2, 9 and 17, and wherein the first probable error (PE_w) has been obtained for each group of sensors according to the following expression

${\mathrm{PE}}_w=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{We}}_i-W_i\right)}^2}{s-\left(N_w+1\right)}}$

with s=51, N_w=4, and C_E=0.6745, i denoting the loading state. In this particular example, the obtained weight constant C_w in the above equations is 0.

From the above results, equations 2 and 4 were selected due to their lower values for the first probable error. The sensors corresponding to said equations are sensors 1, 9, 10 and 17 for equation 2 and sensors 3, 5, 9 and 17 for equation 4.

Below are shown several (not all) equations obtained in the steps v) and vi) for some of the groups of three sensors (N_w=3) and the first probable error (PE_w) obtained for said groups:

We ^Eq1=(−67486.3×μ^bridge1)+(−141344.7×μ^bridge2)+(−114424.1×μ^bridge9)  Equation 1:

First probable error for Equation 1: PE_w=2989.5

We ^Eq2=(−67642.3×μ^bridge1)+(−74448.0×μ^bridge2)+(−46822.8×μ^bridge11)  Equation 2:

First probable error for Equation 2: PE_w=3142.9

We ^Eq3=(−74227.1×μ^bridge1)+(−71078.6×μ^bridge9)+(11693.7×μ^bridge17)  Equation 3:

First probable error for Equation 3: PE_w=899.9

We ^Eq4=(−42357.3×μ^bridge1)+(−132662.4×μ^bridge9)+(9092.1×μ^bridge13)  Equation 4:

First probable error for Equation 4: PE_w=3159.1

We ^Eq5=(−125553.4×μ^bridge1)+(−87136.1×μ^bridge7)+(−253449.0×μ^bridge10)  Equation 5:

First probable error for Equation 5: PE_w=5497.9

We ^Eq6=(−28267.7×μ^bridge3)+(−75931.5×μ^bridge9)+(10896.8×μ^bridge17)  Equation 6:

First probable error for Equation 6: PE_w=856.5

wherein the first probable error (PE_w) has been obtained for each group of sensors according to the following expression

${\mathrm{PE}}_w=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{We}}_i-W_i\right)}^2}{s-\left(N_w+1\right)}}$

with s=51, N_w=3, and C_E=0.6745, i denoting the loading state.

From the above results, equations 3 and 6 were selected due to their lower values for the probable error. The sensors corresponding to said equations are sensors 1, 9 and 17 for equation 3 and sensors 3, 9 and 17 for equation 6.

vii) Four first groups of sensors were selected from the plurality of calibration sensors (4) according to the first probable errors (PE_w) previously determined for each group of sensors (N_w=4, N_w=3). The sensors included in said four groups are sensors 1, 3, 5, 9, 10, and 17. Said six sensors (4) are thus selected as the installed sensors usable for determining the weight (W) of the aircraft (6). Once performed the calibration steps, the determination of the weight (W) of the aircraft (6) can be performed based on the responses of the sensors according to one or several of the following expressions:

We ^App1=(−72791.4×μ^bridge1)+(−75957.2×μ^bridge9)+(−65926.8×μ^bridge10)+(11083.7×μ^bridge17)  Approach 1:

We ^App2=(−28387.9×μ^bridge3)+(−44809.5×μ^bridge5)+(−72570.8×μ^bridge9)+(11039.6×μ^bridge17)  Approach 2:

We ^App3=(−74227.1×μ^bridge1)+(−71078×μ^bridge9)+(11693.7×μ^bridge17)  Approach 3:

We ^App4=(−28267.7×μ^bridge3)+(−75931.5×μ^bridge9)+(10896.8×μ^bridge17)  Approach 4:

In a preferred embodiment at least two groups of sensors having different number of sensors are selected.

The following calibration steps were performed to obtain the X-coordinate of the centre of gravity:

viii) Groups of four calibration sensors (N_x=4) were formed and for each group an equation system with a number of equations P=51 was solved by least squares. Also, groups of three calibration sensors (N_x=3) were formed and for each group an equation system with a number of equation P=51 was also solved by least squares. For each group of sensors, the X-coordinate coefficients γ_n for n=1, . . . , 4, and for n=1, . . . , 3, and the constant C_x were obtained, respectively.

ix) The estimated X-coordinate (Xe_i) for each loading state i and the second probable error (PE_x) were determined for each group of 4 and 3 sensors (N_x=4, N_x=3) using the measured responses, the obtained X-coordinate coefficients and the obtained X-constant C_x.

Below are shown several (not all) equations obtained in steps viii) and ix) for some of the groups of four sensors (N_x=4) and the second probable error (PE_x) obtained for said groups:

Xe ^Eq1=(−2501.7×μ^bridge5)+(−299.5×μ^bridge7)+(2695.3×μ^bridge10)+(−1031.6×μ^bridge19)+12040.8  Equation 1:

Second probable error for Equation 1: PE_x=48.0

Xe ^Eq2=(−498.6×μ^bridge5)+(−569.2×μ^bridge8)+(−654.5×μ^bridge9)+(−979.6×μ^bridge19)+11555.4  Equation 2:

Second probable error for Equation 2: PE_x=31.3

Xe ^Eq3=(−2330.6×μ^bridge13)+(−580.9×μ^bridge15)+(−953.6×μ^bridge17)+(616.9×μ^bridge19)+11934.0  Equation 3:

Second probable error for Equation 3: PE_x=38.4

Xe ^Eq4=(−17814.8×μ^bridge1)+(4114.3×μ^bridge7)+(12056.8×μ^bridge8)+(1118.8×μ^bridge11)+8539.4  Equation 4:

Second/probable error for Equation 4: PE_x=98.4

Xe ^Eq5=(−302.2×μ^bridge3)+(−2523.8×μ^bridge10)+(−393.1×μ^bridge11)+(−570.3×μ^bridge17)+11223.3  Equation 5:

Second probable error for Equation 5: PE_x=16.6

Xe ^Eq6=(−272.6×μ^bridge3)+(−807.4×μ^bridge9)+(−1508.3×μ^bridge10)+(−571.7×μ^bridge17)+11341.5  Equation 6:

Second probable error for Equation 6: PE_x=16.7

wherein Xe^Eq1 denotes an estimated X-coordinate obtained with a first combination of sensors, namely sensors 5, 7, 10 and 19, and wherein the second probable error (PE_X) has been obtained for each group of sensors according to the following expression

${\mathrm{PE}}_X=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{Xe}}_i-X_i\right)}^2}{s-\left(N_x+1\right)}}$

with s=51, N_w=4 and C_E=0.6745, i denoting the loading state.

From the above results, the equations 5 and 6 were selected due to their lower values for the probable error. The sensors (4) corresponding to said equations are sensors 3, 10, 11 and 17 for equation 5 and sensors 3, 9, 10 and 17 for equation 4.

Below are shown several (not all) equations obtained in the steps viii) and ix) for some of the groups of three sensors (N_x=3) and the second probable error PE_X obtained for said groups:

Xe ^Eq1=(−274.9×μ^bridge3)+(−632.6×μ^bridge9)+(−570.8×μ^bridge17)+11428.6  Equation 1:

Second probable error for Equation 1: PE_x=17.6

Xe ^Eq2=(−6343.1×μ^bridge1)+(−21746.6×μ^bridge2)+(15172.6×μ^bridge5)+8477.4  Equation 2:

Second probable error for Equation 2: PE_x=128.1

Xe ^Eq3=(−924.9×μ^bridge3)+(6513.9×μ^bridge5)+(80.9×μ^bridge11)+10182.0  Equation 3:

Second probable error for Equation 3: PE_x=145.2

Xe ^Eq4=(−688.2×μ^bridge1)+(−559.8×μ^bridge9)+(—570.2×μ^bridge17)+11481.6  Equation 4:

Second probable error for Equation 4: PE_x=18.2

Xe ^Eq5=(−667.9×μ^bridge8)+(−2024.6×μ^bridge13)+(−575.1×μ^bridge17)+11872.0  Equation 5:

Second probable error for Equation 5: PE_x=25.1

Xe ^Eq6=(−801.3×μ^bridge5)+(−834.1×μ^bridge7)+(−1015.7×μ^bridge19)+11903.2  Equation 6:

Second probable error for Equation 6: PE_x=48.3

wherein the second probable error PE_X has been obtained for each group of sensors according to the following expression

${\mathrm{PE}}_X=C_E\sqrt{\frac{\sum _{i=1}^s{\left({\mathrm{Xe}}_i-X_i\right)}^2}{s-\left(N_x+1\right)}}$

with s=51, N_w=3 and C_E=0.6745, i denoting the loading state.

From the above results, the equations 1 and 4 were selected due to their lower values for the second probable error. The sensors (4) corresponding to said equations are sensors 3, 9 and 17 for equation 1 and sensors 1, 9 and 17 for equation 4.

x) Four second groups of sensors were selected from the plurality of calibration sensors (4) according to the second probable errors (PE_X) previously determined for each group of sensors (N_w=4, N_w=3). The sensors included in said four second groups are sensors 1, 3, 9, 10, 11 and 17. Said six sensors (4) are thus selected as the installed sensors usable for determining the X-coordinate of the centre of gravity of the aircraft (6). Once performed the calibration steps, the determination of the X-coordinate of the centre of gravity of the aircraft (6) can be performed based on the responses of the sensors (4) according to one or several of the following expressions:

Xe ^App1=(−302.2×μ+^bridge3)+(−2523.8×μ^bridge10)+(−393.1×μ^bridge11)+(−570.3×μ^bridge17)+11223.3  Approach 1:

Xe ^App2=(−272.6×μ^bridge3)+(−807.4×μ^bridge9)+(−1508.3×μ^bridge10)+(−571.7×μ^bridge17)+11341.5  Approach 2:

Xe ^App3=(−274.9×μ^bridge3)+(−632.6×μ^bridge9)+(−570.8×μ^bridge17)+11428.6  Approach 3:

Xe ^App4=(−688.2×μ^bridge1)+(−559.8×μ^bridge9)+(−570.2×μ^bridge17)+11481.6  Approach 4:

xi) In this example, the first plurality of installed sensors includes the calibration sensors in the first groups of sensors selected in step vii) and the calibration sensors in the second groups of sensors selected in step x), specifically calibration sensors 1, 3, 5, 9, 10, 11 and 17.

Once the approaches for determining the weight (W) of the aircraft (6) have been obtained in calibration step vii), it is shown below a check that the weight approaches are satisfied for all the loading states i. For this, it is determined a weight residual value (εw_i) to verify that said obtained weight residual value (εw_i) is small, wherein εw_i=100×(We_i−W_i)/W_i.

The following tables 11A-11B to 19A-19B show the estimated weight (We_i) obtained in the calibration step vi), the subtraction of We_i minus W_i and the weight residual value (εw_i) for each weight approach and each loading state i respectively. In these tables the weight residual value (εw_i) has been denoted (Error W)_i.

TABLE 11A
CONFIGURATION 1: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
109948.564	−1073.516	−0.967	109336.959	−1685.121	−1.518
115644.949	−1359.691	−1.162	115131.437	−1873.203	−1.601
122811.347	513.587	0.420	122731.325	433.565	0.355
116973.050	1569.690	1.360	116380.646	977.286	0.847
110457.225	−431.415	−0.389	110429.150	−459.490	−0.414
103419.071	−108.129	−0.104	103366.964	−160.236	−0.155

TABLE 11B
CONFIGURATION 1: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
109332.062	−1690.018	−1.522	109444.150	−1577.930	−1.421
115260.537	−1744.103	−1.491	114976.328	−2028.312	−1.734
123181.516	883.756	0.723	122668.120	370.360	0.303
116787.422	1384.062	1.199	116719.527	1316.167	1.140
109938.178	−950.462	−0.857	111042.493	153.853	0.139
102719.440	−807.760	−0.780	104384.185	856.985	0.828

TABLE 12A
CONFIGURATION 2: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
107734.091	−952.789	−0.877	106902.448	−1784	−1.64
113746.857	−411.063	−0.360	113238.508	−919	−0.81
121459.891	1297.171	1.080	120901.919	739	0.62
114532.618	1798.058	1.595	114056.485	1322	1.17
108071.443	−14.957	−0.014	107036.658	−1050	−0.97
103717.322	368.042	0.356	102850.655	−499	−0.48

TABLE 12B
CONFIGURATION 2: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
107033.080	−1653.800	−1.522	107334.331	−1352.549	−1.244
113233.535	−924.385	−0.810	113485.094	−672.826	−0.589
120863.316	700.596	0.583	121017.248	854.528	0.711
114177.419	1442.859	1.280	114648.254	1913.694	1.698
107556.163	−530.237	−0.491	106727.600	−1358.800	−1.257
103411.940	62.660	0.061	102833.303	−515.977	−0.499

TABLE 13A
CONFIGURATION 3: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
107926.108	−1272.292	−1.165	108122.524	−1075.876	−0.985
114287.281	−849.199	−0.738	114883.642	−252.838	−0.220
120353.946	−31.174	−0.026	121172.235	787.115	0.654
115738.273	668.513	0.581	116404.779	1335.019	1.160
108634.846	−919.394	−0.839	108500.776	−1053.464	−0.962
103882.990	−266.930	−0.256	103579.188	−570.732	−0.548

TABLE 13B
CONFIGURATION 3: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
107726.375	−1472.025	−1.348	107853.734	−1344.666	−1.231
114401.579	−734.901	−0.638	114471.947	−664.533	−0.577
120779.046	393.926	0.327	120570.177	185.057	0.154
115995.272	925.512	0.804	115961.744	891.984	0.775
108414.969	−1139.271	−1.040	108664.251	−889.989	−0.812
103273.587	−876.333	−0.841	103776.872	−373.048	−0.358

TABLE 14A
CONFIGURATION 4: five loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
115654.412	273.292	0.237	115036.758	−344.362	−0.298
127465.421	297.101	0.234	127225.883	57.563	0.045
138300.782	79.182	0.057	138745.570	523.970	0.379
122859.913	1140.393	0.937	122703.194	983.674	0.808
103374.989	−597.011	−0.574	103912.090	−59.910	−0.058

TABLE 14B
CONFIGURATION 4: five loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
115125.109	−256.011	−0.222	115254.350	−126.770	−0.110
127310.001	141.681	0.111	126809.203	−359.117	−0.282
138994.816	773.216	0.559	137446.595	−775.005	−0.561
123671.147	1951.627	1.603	123005.105	1285.585	1.056
102504.076	−1467.924	−1.412	104228.222	256.222	0.246

TABLE 15A
CONFIGURATION 5: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
103579.156	−392.844	−0.378	104096.635	124.635	0.120
115969.240	365.720	0.316	116554.789	951.269	0.823
126714.684	146.844	0.116	126480.027	−87.813	−0.069
136460.101	951.781	0.702	136653.308	1144.988	0.845
120919.588	1201.668	1.004	121340.072	1622.152	1.355
103774.348	1403.628	1.371	103597.023	1226.303	1.198

TABLE 15B
CONFIGURATION 5: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
102707.850	−1264.150	−1.216	104415.173	443.173	0.426
115548.258	−55.262	−0.048	116748.198	1144.678	0.990
126882.744	314.904	0.249	126789.620	221.780	0.175
137110.072	1601.752	1.182	136523.422	1015.102	0.749
121018.638	1300.718	1.086	121509.089	1791.169	1.496
103757.408	1386.688	1.355	104777.513	2406.793	2.351

TABLE 16A
CONFIGURATION 6: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
103475.797	1105.077	1.079	103496.991	1126.271	1.100
114121.910	30.710	0.027	114345.336	254.136	0.223
123915.847	−1962.553	−1.559	124229.581	−1648.819	−1.310
134284.806	−734.234	−0.544	135195.347	176.307	0.131
121254.584	1069.624	0.890	121383.759	1198.799	0.997
100835.340	−1357.460	−1.328	100590.354	−1602.446	−1.568

TABLE 16B
CONFIGURATION 6: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
103526.181	1155	1.13	104718.952	2348	2.29
113143.473	−948	−0.83	114442.587	351	0.31
123197.998	−2680	−2.13	123357.663	−2521	−2.00
134608.684	−410	−0.30	133742.688	−1276	−0.95
121800.653	1616	1.34	121710.046	1525	1.27
99828.893	−2364	−2.31	101108.485	−1084	−1.06

TABLE 17A
CONFIGURATION 7: six loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
101659.254	−533.546	−0.522	100991.735	−1201.065	−1.175
113240.473	−494.887	−0.435	112507.813	−1227.547	−1.079
124706.957	−281.843	−0.225	124304.588	−684.212	−0.547
136006.963	−390.957	−0.287	136029.344	−368.576	−0.270
119263.349	−476.811	−0.398	119462.956	−277.204	−0.232
103000.784	607.824	0.594	102653.084	260.124	0.254

TABLE 17B
CONFIGURATION 7: six loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
100388.960	−1803.840	−1.765	101247.400	−945.400	−0.925
112208.041	−1527.319	−1.343	112675.391	−1059.969	−0.932
124364.214	−624.586	−0.500	124335.231	−653.569	−0.523
136153.196	−244.724	−0.179	135619.167	−778.753	−0.571
119389.671	−350.489	−0.293	119145.016	−595.144	−0.497
103174.073	781.113	0.763	103287.798	894.838	0.874

TABLE 18A
CONFIGURATION 8: five loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
103078.945	685.985	0.670	102678.592	285.632	0.279
111065.588	−490.252	−0.439	110375.276	−1180.564	−1.058
120266.346	726.346	0.608	119970.855	430.855	0.360
112407.615	1341.055	1.207	112587.226	1520.666	1.369
101671.578	−498.982	−0.488	100684.112	−1486.448	−1.455

TABLE 18B
CONFIGURATION 8: five loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
103326.090	933.130	0.911	103401.188	1008.228	0.985
110377.875	−1177.965	−1.056	110683.614	−872.226	−0.782
119909.858	369.858	0.309	120630.377	1090.377	0.912
112323.053	1256.493	1.131	113394.494	2327.934	2.096
100695.260	−1475.300	−1.444	100879.068	−1291.492	−1.264

TABLE 19A
CONFIGURATION 9: five loading states
Approach 1	Approach 2
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
100897.369	−1224.731	−1.199	100730.350	−1391.750	−1.363
146615.444	−534.556	−0.363	147551.129	401.129	0.273
183209.184	−2592.216	−1.395	186796.344	994.944	0.535
146183.456	603.056	0.414	146327.336	746.936	0.513
103897.388	1284.788	1.252	102668.802	56.202	0.055

TABLE 19B
CONFIGURATION 9: five loading states
Approach 3	Approach 4
Wei	Wei − Wi	(Error	Wei	Wei − Wi	(Error
(N)	(N)	W)i (%)	(N)	(N)	W)i (%)
100259.757	−1862.343	−1.824	101095.005	−1027.095	−1.006
147995.318	845.318	0.574	146690.950	−459.050	−0.312
187002.658	1201.258	0.647	183691.178	−2110.222	−1.136
148589.621	3009.221	2.067	146526.219	945.819	0.650
104386.737	1774.137	1.729	104052.650	1440.050	1.403

Furthermore, once the approaches for determining the X-coordinate of the centre of gravity of the aircraft (6) have been obtained in the calibration step x), it is shown below a check that the approaches for determining the X-coordinate are satisfactory for all the loading states i. For this, it is determined an error (Error X)_i to verify that said obtained error is small, wherein (Error X)_i=100×(Xe_i−X_i)/2561, wherein such error is calculated according to the overage chord length of the aircraft (6) that is 2561 mm in this example.

The following tables 20A-20B to 28A-28B show the estimate weight Xe_i obtained in the calibration step ix), the subtraction of Xe_i minus X_i and the (Error X)_i for each weight approach and each loading state i respectively.

TABLE 20A
CONFIGURATION 1: six loading states
Approach 1	Approach 2
Xei	Xei − Xi	(Error X)i	Xei	Xei − Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11136.066	18.720	0.731	11139.023	21.677	0.846
10907.772	71.777	2.803	10908.658	72.663	2.837
10593.342	−21.314	−0.832	10594.190	−20.466	−0.799
10935.783	−12.510	−0.488	10932.669	−15.624	−0.610
11186.558	22.143	0.865	11188.943	24.527	0.958
11394.864	−29.844	−1.165	11394.086	−30.622	−1.196

TABLE 20B
CONFIGURATION 1: six loading states
Approach 3	Approach 4
Xei	Xei − Xi	(Error X)i	Xei	Xei − Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11132.637	15.291	0.597	11135.413	18.067	0.705
10901.449	65.454	2.556	10904.648	68.654	2.681
10595.984	−18.672	−0.729	10596.849	−17.806	−0.695
10929.102	−19.192	−0.749	10929.632	−18.662	−0.729
11184.980	20.565	0.803	11177.962	13.546	0.529
11392.846	−31.862	−1.244	11384.282	−40.426	−1.579

TABLE 21A
CONFIGURATION 2: six loading states
Approach 1	Approach 2
Xei	Xei − Xi	(Error X)i	Xei	Xei − Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11507.900	−1.989	−0.078	11505.384	−4.505	−0.176
11562.908	−27.465	−1.072	11558.962	−31.411	−1.227
11656.214	−17.723	−0.692	11660.544	−13.393	−0.523
11578.985	−0.193	−0.008	11585.886	6.708	0.262
11469.759	−39.501	−1.542	11468.388	−40.871	−1.596
11408.230	−12.020	−0.469	11406.466	−13.785	−0.538

TABLE 21B
CONFIGURATION 2: six loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11501.730	−8.158	−0.319	11505.024	−4.864	−0.190
11555.748	−34.625	−1.352	11556.988	−33.385	−1.304
11651.306	−22.631	−0.884	11650.408	−23.528	−0.919
11586.326	7.148	0.279	11585.039	5.860	0.229
11468.124	−41.135	−1.606	11482.133	−27.127	−1.059
11413.547	−6.703	−0.262	11426.723	6.472	0.253

TABLE 22A
CONFIGURATION 3: six loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11193.740	30.860	1.205	11185.753	22.873	0.893
10956.661	32.100	1.253	10950.132	25.570	0.998
10726.427	−12.539	−0.490	10726.941	−12.025	−0.470
10925.569	−14.431	−0.564	10920.049	−19.951	−0.779
11161.407	4.242	0.166	11159.736	2.571	0.100
11370.676	−24.878	−0.971	11362.273	−33.280	−1.300

TABLE 22B
CONFIGURATION 3: six loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11189.436	26.555	1.037	11193.178	30.298	1.183
10953.622	29.061	1.135	10954.260	29.699	1.160
10730.560	−8.406	−0.328	10730.425	−8.541	−0.333
10925.409	−14.591	−0.570	10926.265	−13.735	−0.536
11162.337	5.173	0.202	11164.471	7.307	0.285
11361.707	−33.846	−1.322	11364.262	−31.291	−1.222

TABLE 23A
CONFIGURATION 4: five loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11340.745	−23.500	−0.918	11341.664	−22.581	−0.882
11321.121	−23.155	−0.904	11317.413	−26.862	−1.049
11320.782	−0.068	−0.003	11313.757	−7.092	−0.277
11389.357	7.887	0.308	11386.535	5.065	0.198
11425.339	10.595	0.414	11424.925	10.181	0.398

TABLE 23B
CONFIGURATION 4: five loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11335.512	−28.733	−1.122	11336.197	−28.048	−1.095
11311.654	−32.622	−1.274	11312.930	−31.346	−1.224
11319.840	−1.009	−0.039	11326.127	5.277	0.206
11406.231	24.761	0.967	11411.066	29.596	1.156
11420.113	5.369	0.210	11411.170	−3.574	−0.140

TABLE 24A
CONFIGURATION 5: five loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11423.878	9.134	0.357	11423.419	8.675	0.339
11312.203	10.277	0.401	11310.417	8.492	0.332
11218.488	−5.632	−0.220	11223.579	−0.541	−0.021
11120.367	−30.519	−1.192	11126.869	−24.017	−0.938
11246.176	−21.611	−0.844	11248.162	−19.625	−0.766
11409.889	−14.952	−0.584	11414.976	−9.865	−0.385

TABLE 24B
CONFIGURATION 5: five loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11418.442	3.698	0.144	11409.566	−5.178	−0.202
11305.773	3.848	0.150	11295.794	−6.132	−0.239
11223.608	−0.512	−0.020	11220.994	−3.125	−0.122
11130.099	−20.788	−0.812	11127.436	−23.451	−0.916
11251.082	−16.705	−0.652	11245.428	−22.358	−0.873
11429.092	4.251	0.166	11426.465	1.624	0.063

TABLE 25A
CONFIGURATION 6: six loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11408.630	−16.211	−0.633	11413.504	−11.337	−0.443
11565.346	21.332	0.833	11566.895	22.881	0.893
11575.284	−55.552	−2.169	11568.640	−62.195	−2.429
11736.004	43.580	1.702	11732.613	40.189	1.569
11604.991	18.791	0.734	11608.822	22.622	0.883
11425.362	2.353	0.092	11433.574	10.565	0.413

TABLE 25B
CONFIGURATION 6: six loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11429.305	4.464	0.174	11425.099	0.258	0.010
11554.890	10.876	0.425	11545.602	1.588	0.062
11557.115	−73.720	−2.879	11554.240	−76.595	−2.991
11738.766	46.342	1.810	11741.482	49.058	1.916
11626.788	40.588	1.585	11627.411	41.212	1.609
11427.484	4.475	0.175	11424.106	1.096	0.043

TABLE 26A
CONFIGURATION 7: six loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11432.179	9.170	0.358	11438.390	15.381	0.601
11502.177	−7.661	−0.299	11503.147	−6.691	−0.261
11590.410	18.107	0.707	11593.340	21.037	0.821
11653.545	20.855	0.814	11660.901	28.211	1.102
11543.481	−8.578	−0.335	11541.608	−10.452	−0.408
11429.627	16.909	0.660	11427.587	14.870	0.581

TABLE 26B
CONFIGURATION 7: six loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11425.917	2.907	0.114	11426.385	3.376	0.132
11488.403	−21.435	−0.837	11487.706	−22.132	−0.864
11586.601	14.298	0.558	11585.772	13.469	0.526
11657.733	25.042	0.978	11656.894	24.204	0.945
11548.565	−3.494	−0.136	11551.930	−0.130	−0.005
11446.350	33.632	1.313	11452.938	40.220	1.570

TABLE 27A
CONFIGURATION 8: five loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11419.388	6.670	0.260	11418.375	5.657	0.221
11330.120	5.257	0.205	11332.622	7.759	0.303
11264.790	1.091	0.043	11271.879	8.180	0.319
11330.075	−11.256	−0.440	11339.475	−1.856	−0.072
11414.069	2.999	0.117	11413.009	1.939	0.076

TABLE 27B
CONFIGURATION 8: five loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11438.654	25.937	1.013	11445.525	32.807	1.281
11324.350	−0.513	−0.020	11325.688	0.825	0.032
11263.387	−0.313	−0.012	11256.374	−7.325	−0.286
11344.093	2.762	0.108	11337.119	−4.212	−0.164
11406.599	−4.471	−0.175	11413.501	2.431	0.095

TABLE 28A
CONFIGURATION 9: five loading states
Approach 1	Approach 2
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11399.206	−13.652	−0.533	11398.602	−14.256	−0.557
11388.292	−21.345	−0.833	11399.287	−10.350	−0.404
11377.973	−21.042	−0.822	11420.301	21.286	0.831
11358.023	−73.608	−2.874	11384.173	−47.458	−1.853
11385.643	−14.620	−0.571	11388.926	−11.337	−0.443

TABLE 28B
CONFIGURATION 9: five loading states
Approach 3	Approach 4
Xei	Xei-Xi	(Error X)i	Xei	Xei-Xi	(Error X)i
(mm)	(mm)	(%)	(mm)	(mm)	(%)
11400.112	−12.745	−0.498	11400.839	−12.019	−0.469
11413.602	3.965	0.155	11414.256	4.619	0.180
11462.954	63.939	2.497	11466.204	67.189	2.624
11422.004	−9.627	−0.376	11429.763	−1.868	−0.073
11413.964	13.701	0.535	11424.239	23.976	0.936

Therefore, this example performed on an aircraft shows that the method of the present invention provides valid estimations for the values of the weight and the X-coordinate of the position of the centre of gravity of the aircraft. Also, it has been shown that the method allows obtaining several mathematical expressions for determining the values of the weight and of the position of the centre of gravity. The fact that different mathematical expressions provide very similar results shows that the results are accurate and reliable.

While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.

Claims

1. A method for determining the weight (W) and/or at least a first coordinate (X) of the position of the centre of gravity of a structure, the method comprising the following steps: a) measuring the responses (μ) of a first plurality of installed sensors located in sensitive load points of the structure, andb) determining the weight (W) and/or the first coordinate (X) of the position of the centre of gravity of the structure based on the measured responses (μ), as:

2. The method according to claim 1, further comprising determining a second coordinate (Y) of the position of the centre of gravity of the structure, wherein the second coordinate (Y) of the position of the centre of gravity of the structure is determined based on the measured responses (μ) of the first plurality of installed sensors, as:

3. The method according to claim 2, further comprising the following steps: c) measuring the responses (μ′) of a second plurality of installed sensors located in at least one lifting surface (h) of the structure, andd) determining a corrected weight of the structure (Wcorrected) and/or a corrected position (Xcorrected, Ycorrected) of the centre of gravity of the structure as:

4. The method according to claim 1, comprising, after steps vii), x) and/or x′), verifying for at least one loading state i that the first group of calibration sensors fulfills that a weight residual value (εwi) is lower than a first predefined threshold,wherein

5. The method according to claim 1, wherein at each iteration of step ii) the structure is loaded with the probe weights Wpi in steps of a predetermined percentage of a maximum admissible weight of the structure.

6. The method according to claim 1, wherein the structure is an on ground vehicle.

7. The method according to claim 6, wherein at least one sensitive load point is located in at least one bulkhead of the vehicle.

8. The method according to claim 6, wherein the on ground vehicle is an aircraft.

9. The method according to claim 8, wherein at least one sensitive load point is located in at least one landing gear bulkhead.

10. The method according to claim 8, wherein at least one sensitive load point is located in the nose landing gear pin.

11. The method according to claim 8, wherein at least one sensitive load point is located in the main landing gear pin.

12. The method according to claim 1, wherein the first coordinate (Xi) of the position of the centre of gravity and/or the weight (Wi) is measured in calibration step ii) using scales and/or jacks with load cells, preferably, using three hydraulic jacks.

13. The method according to claim 1, wherein at step vii) a plurality of first groups of calibration sensors are selected, which fulfil that the first probable error is minimum, and/or whereinat step x) a plurality of second groups of calibration sensors are selected, which fulfil that the second probable error is minimum, and/or whereinat step x′) a plurality of third groups of calibration sensors are selected, which fulfil that the third probable error is minimum.

14. A system configured for determining the weight (W) and/or at least a first coordinate of the position of the centre of gravity of a structure, comprising: a plurality of installed sensors located on the structure,a data acquisition module configured to register data from the plurality of installed sensors located on the structure, anda data processor configured to:determine the weight (W) and/or the first coordinate (X) of the position of the centre of gravity of the structure based on the measured responses (μ), as:

15. A vehicle comprising the system according to claim 14.