Aircraft Gust Compensation Using Forward Sensor Fusion
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Aircrafts face challenges in efficiently compensating for gust loads without increasing structural weight, as existing systems struggle to differentiate between gusts and pilot-initiated maneuvers, leading to inadequate response time for control surface reconfiguration.
Innovation Solution
A gust compensation system that utilizes a combination of sensors, including a vane and inertial sensors, to generate a gust signal that modifies control surfaces from a normal configuration to a gust load reduction configuration, allowing for earlier deflection of wing surfaces to mitigate gust loads before peak load is exerted.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If control surfaces are deflected to compensate for gust loads, then structural weight requirements are reduced, but fuel efficiency deteriorates due to increased drag
Solution Approach 1:
The system uses sensors positioned at the front of the aircraft to detect gusts before they reach the wings, enabling control surfaces to be deflected in advance to counteract the upcoming gust loads. This preliminary action allows the aircraft to maintain structural integrity with less weight while minimizing fuel consumption by only deflecting surfaces when gusts are actually detected rather than maintaining constant deflection
Solution Approach 2:
The system continuously monitors aircraft parameters including angle of attack, vertical acceleration, and sideslip angle through multiple sensors, using this feedback to dynamically adjust control surface deflection in response to detected gusts. This closed-loop control ensures optimal balance between gust load compensation and fuel efficiency by adjusting surface deflection only when and to the extent necessary
2Measurement precision
If load factor is used as feedback signal for gust detection, then gust detection is achieved, but response time is insufficient to reconfigure control surfaces before peak load
Solution Approach 1:
The system employs sensors positioned at the front of the aircraft (nose-mounted angle of attack sensor, forward-looking sensors) that detect gust disturbances before they reach the wings and before significant load factor changes occur. This spatial arrangement enables early warning of incoming gusts, providing lead time for control surface reconfiguration before peak loads are encountered
Solution Approach 2:
The gust detection function is divided into multiple independent sensor channels (angle of attack sensor, vertical acceleration sensor, sideslip angle sensor) positioned at different locations on the aircraft. Each sensor detects different aspects of the gust disturbance, and their combined signals provide both early detection and accurate characterization of the gust, enabling timely and precise control surface response
3Use of energy by moving object
If control surfaces are kept in retracted configuration for fuel efficiency, then fuel consumption is minimized, but gust load compensation capability is reduced
Solution Approach 1:
The control surfaces transition from a static retracted configuration to a dynamic, actively controlled configuration. The system continuously adjusts surface deflection based on real-time gust detection and aircraft state, allowing the surfaces to remain retracted during normal cruise for fuel efficiency while automatically deflecting when gusts are detected to provide necessary load compensation
Solution Approach 2:
The aircraft system monitors its own state and environmental conditions through onboard sensors, automatically detecting gusts and independently controlling surface deflection without requiring pilot intervention. This self-regulating capability allows the aircraft to maintain optimal fuel efficiency during normal operation while autonomously providing gust load compensation when needed
Data Source
Figure 1
Figure 2~3
Figure 4
AI summary
A gust compensation system 200 is configured to adaptively reduce gust loads exerted into an aircraft 100/500. The gust compensation system may include a first sensor 110 proximate to a front of the aircraft 100. The first sensor 110 is configured to output a first signal. A second sensor 120 may be distally located from the front of the aircraft 100. The second sensor 120 is configured to output a second signal. A gust signal sub-system 202 is configured to receive the first and second signals and generate a gust signal 226 based on analysis of the first and second signals. The gust signal sub-system 202 outputs the gust signal 226 and may modify a load parameter signal 220 in response to the gust signal 226 exceeding a load alleviation threshold.