Distributed Flight Control with Supplemental Attitude Drift Compensation
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Solution Overview
Problem
Aircraft are prone to drift due to wind or sensor noise, making them difficult to control precisely, and modern fly-by-wire systems are vulnerable to single-point failures, necessitating a robust and failure-resistant control system.
Innovation Solution
A distributed control system with supplemental attitude adjustment, where aircraft components receive commands from a command sensor to generate response commands based on an aggregate attitude combining the aircraft's attitude with a supplemental attitude, either velocity-based or position-based, depending on the engagement status of the aircraft control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a traditional fly-by-wire system is used to control the aircraft, then the control precision can be maintained, but the system becomes vulnerable to single-point failures
Solution Approach 1:
The control system is divided into multiple independent aircraft components, each capable of receiving commands and generating response commands. This segmentation eliminates single-point failures by distributing control functions across multiple components, where if one component fails, others can continue operating independently.
Solution Approach 2:
The system introduces a supplemental attitude parameter that combines with the aircraft's actual attitude to create an aggregate attitude. This parameter change allows the distributed components to work together to achieve precise control while maintaining redundancy, as each component can contribute to the overall control based on the aggregate attitude.
2Measurement precision
If no supplemental attitude adjustment is applied, then the system structure remains simple, but the aircraft drifts due to wind or sensor noise making it difficult to control precisely
Solution Approach 1:
The system continuously monitors the aircraft's actual attitude and combines it with a supplemental attitude to generate an aggregate attitude. This feedback mechanism allows the distributed control components to constantly adjust their response commands, counteracting drift from wind or sensor noise and maintaining precise control.
Solution Approach 2:
The supplemental attitude is calculated in advance by combining the aircraft's actual attitude with drift compensation information. This preliminary action prepares the aggregate attitude before control commands are issued to the flight components, enabling the system to proactively counteract expected drift rather than reacting to it after it occurs.
3Reliability
If a single control system is used, then the system complexity is low, but the failure of this system can be catastrophic
Solution Approach 1:
The control system is divided into multiple independent aircraft components, each capable of receiving commands and generating response commands. This segmentation eliminates single-point failures by distributing control functions across multiple components, where if one component fails, others can continue operating independently.
Solution Approach 2:
The system incorporates redundant control components that are prepared in advance to take over if a failure occurs. The distributed architecture ensures that control functionality is cushioned against failures by having multiple components capable of performing the same control functions, preventing catastrophic outcomes from single-point failures.
Data Source
AI summary
A distributed control system with supplemental attitude adjustment including an aircraft control having an engaged state and a disengaged state. The system also including a plurality of flight components and a plurality of aircraft components communicatively connected to the plurality of flight components, wherein each aircraft component is configured to receive an aircraft command and generate a response command directing the flight components as a function of supplemental attitude. The supplemental attitude based at least in part on the engagement datum and generating a supplemental attitude includes choosing a position supplemental attitude if the aircraft control is disengaged and choosing a velocity supplemental attitude if the aircraft control is engaged. In generating the response command, the aircraft attitude is combined with the supplemental attitude to obtain an aggregate attitude, and the aircraft component is configured to generate the response command based on the aggregate attitude.