Backup Actuation Control Unit for Independent Flight Surface Control
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Solution Overview
Problem
Current flight control systems face challenges in ensuring the independence and dissimilarity of backup paths from main control paths, requiring significant effort and being inflexible in adapting to aircraft size and actuator configurations, which complicates certification and obsolescence management.
Innovation Solution
A backup actuation control unit connected to a flight control computer and primary actuation control units, featuring a processing unit that provides command signals to actuators based on engagement signals from flight control computers, with a lean design that simplifies certification and obsolescence management, and allows for flexible deployment and scalability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a traditional backup control path is implemented to ensure independence and dissimilarity from the main control path, then system reliability is improved, but device complexity and certification effort increase significantly
Solution Approach 1:
The backup control function is segmented into a dedicated backup actuation control unit that operates independently from the main control path. This unit receives engagement signals from primary actuation control units and flight control computers, allowing it to take over control of the actuator without requiring complex integration with the main control system. The segmentation enables simplified certification by clearly defining the boundaries and independence of the backup path.
Solution Approach 2:
An engagement signal mechanism acts as an intermediary between the primary control system and the backup actuation control unit. This intermediary enables seamless transfer of control authority without requiring direct complex interactions between the main and backup control paths. The engagement signal serves as a simple, well-defined interface that maintains independence while enabling reliable backup operation.
2Reliability
If the backup control system is designed to be independent and dissimilar from the main control path, then system reliability is improved, but adaptability to different aircraft sizes and configurations decreases
Solution Approach 1:
The backup actuation control unit is designed with universal interfaces that can accommodate different aircraft sizes and configurations. The unit receives engagement signals from primary actuation control units regardless of the specific aircraft type or actuator configuration. This universal design allows the same backup control unit architecture to be adapted across different aircraft platforms while maintaining the required independence and dissimilarity from main control paths.
3Reliability
If multiple primary actuation control units are connected to the backup control unit, then system reliability is improved, but wire weight and system complexity increase
Solution Approach 1:
Multiple engagement signals from different primary actuation control units are merged into a single backup control unit. This consolidation allows the backup unit to monitor and take over control from multiple primary units without requiring separate backup control paths for each primary unit. The merging approach reduces wire weight by eliminating redundant wiring while maintaining comprehensive coverage of multiple actuators through a single centralized backup control point.
Data Source
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AI summary
A backup actuation control unit for controlling an actuator dedicated to a given surface. The backup actuation control unit comprises a processing unit operatively connected to one of a flight control computer and a backup flight control computer, to an actuator used for actuating a given surface and to at least one primary actuation control unit, each of the at least one primary actuation control unit for controlling a corresponding actuator used for actuating the given surface, wherein the processing unit receives a surface position command signal from one of the flight control computer and the backup flight control computer and an actuator position signal received from the actuator and provides a corresponding command signal to the actuator if an engagement signal is received from the flight control computer or the backup flight control computer and from the at least one primary actuation control unit.