Vehicle Fluidic Control System with Dedicated Compressor
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Solution Overview
Problem
Modern jet engines face challenges in supporting both engine bleed for pilot life support and fluidic flight control, as the demand for bleed air is time-varying and can significantly impact engine stability, and existing fluidic flight control systems rely on main engine bleed, which is inefficient.
Innovation Solution
A control system with a dedicated compressor generating compressed fluid, a dump duct for excess fluid, and a controller to adjust the massflow rate to fluidic control effectors, reducing the demand on the main engine and maintaining responsiveness by directing compressed fluid only when needed.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If main engine bleed is used to supply fluidic control effectors, then the aircraft can achieve responsive flight control, but the engine stability deteriorates due to continuously varying bleed air demand
Solution Approach 1:
The system segments the compressed air supply function by introducing a dedicated compressor specifically for fluidic control effectors, separating it from the main engine bleed system. This allows the main engine to operate independently without stability disruptions from varying control demands.
Solution Approach 2:
A dedicated compressor acts as an intermediary component between the air supply system and fluidic control effectors. This intermediary provides a stable, controlled source of compressed air for flight control, buffering the main engine from direct control system demands.
2Adaptability or versatility
If main engine bleedmass is used for both life support and fluidic flight control, then the system can support multiple functions, but the engine power loss increases significantly
Solution Approach 1:
The air supply system is segmented into separate sources: the main engine provides bleed air for life support and avionics cooling, while a dedicated compressor provides compressed air for fluidic flight control. This segmentation eliminates the power loss associated with high bleedmass extraction for control functions.
Solution Approach 2:
The function of providing compressed air for flight control is extracted from the main engine bleed system and assigned to a dedicated compressor. This extraction removes the conflicting demand from the engine, allowing it to maintain power while still supporting life support functions.
3Power
If a dedicated compressor is introduced for fluidic control, then the demand on the main engine is reduced, but the device complexity increases
Solution Approach 1:
The dedicated compressor for fluidic control is designed to be self-regulating, automatically adjusting its output to match the demands of the control effectors without requiring complex external control systems. This self-service capability minimizes overall system complexity despite adding a new component.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution reduces the load on the main engine, enhances responsiveness, and stabilizes engine operation by providing a constant and efficient supply of compressed fluid to fluidic control effectors, independent of main engine bleed, thus improving aircraft control and reducing engine instability.
Implementation Method 1
at least one compressor arranged to generate compressed fluid having a massflow rate
Implementation Method 2
arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector
Implementation Method 3
a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct
Data Source
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AI summary
The present disclosure relates to a control system for a vehicle, comprising: at least one compressor arranged to generate compressed fluid having a massflow rate; at least one fluidic control effector in fluidic communication with the at least one compressor and arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector; a dump duct for expelling excess compressed fluid not delivered to the at least one fluidic control effector out of the vehicle; a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct; and a controller electrically coupled to the dump valve and configured to adjust the dump valve. The present disclosure also relates to an aircraft having the control system and a method of controlling a vehicle.