Distributed Flap Actuation for Non-Responsive Actuator Detection
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Solution Overview
Problem
Existing aircraft actuation systems face challenges in managing asymmetrical flap positions due to non-responsive actuators, leading to increased approach speeds and potential aircraft diversions, as they lack effective mechanisms to detect and mitigate non-responsive components in distributed actuation systems.
Innovation Solution
A distributed aircraft actuation system with a collection engine and non-responsive component detector that monitors control surfaces, detects non-responsive actuators, and adjusts the position of affected flaps to synchronize with responsive ones, while maintaining other flaps in operation, using a command generator to manage actuator movements and enable deactivation of non-responsive components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional aircraft actuation systems are used without non-responsive component detection, then the system structure is simpler, but aerodynamic symmetry cannot be maintained when actuators fail, leading to increased approach speeds and potential diversions
Solution Approach 1:
The system performs preliminary detection of non-responsive actuators before asymmetrical flap positions develop. The collection engine continuously monitors actuator responsiveness, and when a non-responsive actuator is detected, the system proactively commands the responsive actuator to match the position of the non-responsive one, preventing aerodynamic asymmetry before it occurs
Solution Approach 2:
The system implements feedback through the collection engine that continuously monitors actuator positions and responsiveness. When asymmetry is detected or a non-responsive actuator is identified, the system provides feedback commands to the actuator controllers to adjust positions and maintain symmetry, creating a closed-loop control system that actively corrects deviations
2Reliability
If the system deactivates entire flap systems when one actuator fails, then aerodynamic symmetry is maintained, but flight efficiency decreases and approach speeds increase
Solution Approach 1:
The system segments the flap control into independent controllable units, allowing individual actuators and their associated flaps to be managed separately. When one actuator is detected as non-responsive, only that specific actuator-flap pair is affected, while other actuators and flaps continue to operate normally, maintaining flight efficiency
Solution Approach 2:
The system applies local quality by treating each actuator-flap pair as an independent controllable entity with its own responsiveness characteristics. When asymmetry is detected, the system locally adjusts only the affected flap position to match the non-responsive side, rather than globally deactivating the entire flap system
3Measurement precision
If the system continuously monitors all actuators for responsiveness, then non-responsive components are detected early, but the computational load and system complexity increase
Solution Approach 1:
The system implements self-service by having each actuator monitor its own responsiveness and report status to the collection engine. The actuators autonomously detect their operational state and communicate this information, reducing the need for complex external monitoring infrastructure while maintaining high detection accuracy
Data Source
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AI summary
Methods, apparatus, and articles of manufacture for a distributed aircraft actuation system are disclosed. An example apparatus includes a collection engine to obtain first monitoring information corresponding to a first set of control surfaces of an aircraft, the first set including a first control surface on a first side of the aircraft and a second control surface on a second side of the aircraft, the second side opposite the first, and obtain second monitoring information corresponding to a second set of control surfaces of the aircraft, the second set including a third control surface on the first side and a fourth control surface on the second side. The example apparatus further includes a non-responsive component detector to determine if one of the control surfaces is non-responsive based on the first and the second monitoring information, and a command generator to deactivate the first set when the non-responsive component detector determines that the first control surface is non-responsive while the second set remains active.