Aircraft Spoiler Flap Sealing via Force Feedback Control
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Solution Overview
Problem
Variable camber aircraft wings face challenges in maintaining aerodynamic smoothness during cruise flight due to difficulties in accurately determining spoiler position for proper sealing, leading to potential large loads on the flap and trade-offs in aerodynamic performance.
Innovation Solution
A method and system for controlling flight control surfaces, where the trailing edge of a spoiler is displaced towards a flap contact surface, with mechanical stiffness determined by force and position measurements, achieving full contact and then transitioning through intermediate and aerodynamic stiffness levels, using an actuator and controller to ensure optimal sealing and performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Difficulty of detecting and measuring
If spoilers are specially designed to provide more tolerance for spoiler position measurement, then the difficulty of detecting and measuring spoiler position is reduced, but aerodynamic performance deteriorates
Solution Approach 1:
The system continuously monitors the actual contact force between the spoiler trailing edge and flap leading edge, using this feedback to adjust the spoiler position control. The controller modifies the spoiler position based on real-time force measurements, creating a closed-loop control system that maintains optimal sealing while accommodating measurement uncertainties.
Solution Approach 2:
The patent replaces traditional mechanical position measurement systems with a force-based control approach. Instead of relying solely on precise mechanical position sensors, the system uses force transducers to measure the contact force between surfaces, substituting mechanical measurement with a different physical quantity that is easier to measure and control.
2Stability of the object's composition
If the spoiler is controlled to follow the flap position accurately, then aerodynamic smoothness is improved, but the complexity of the control system increases
Solution Approach 1:
The system uses force feedback to automatically adjust the spoiler position, eliminating the need for complex mechanical linkages and multiple sensors. The controller receives force measurements and automatically modifies the spoiler position to maintain optimal contact, simplifying the overall control architecture while ensuring aerodynamic smoothness.
Solution Approach 2:
The control system allows the aerodynamic forces and mechanical contact to self-regulate the spoiler position. By monitoring the contact force and using this information to adjust the spoiler position, the system enables the physical interaction between components to guide the control process, reducing the need for complex external control mechanisms.
3Stability of the object's composition
If the spoiler trailing edge is maintained in full contact with the flap surface, then aerodynamic smoothness is improved, but large loads are imposed on the flap
Solution Approach 1:
The system dynamically adjusts the spoiler position and contact force based on real-time flight conditions and flap position. Rather than maintaining fixed full contact, the controller modulates the contact force to optimize both aerodynamic smoothness and flap loading, allowing the relationship to adapt to changing operational requirements.
Solution Approach 2:
The control system changes the contact force parameter dynamically during flight. By monitoring flap position and aerodynamic conditions, the controller adjusts the spoiler-flap contact force to maintain optimal sealing while preventing excessive loads on the flap structure, optimizing the balance between aerodynamic performance and structural integrity.
Data Source
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AI summary
Methods, systems, and assemblies for controlling flight control surfaces of an aircraft wing are described. The method comprises displacing a first trailing edge (28B) of a first flight control surface (28) towards a contact surface (22C) of a second flight control surface (22); determining a mechanical stiffness of the first flight control surface (28) as defined by a ratio of ΔF/ΔX as the first flight control surface (28) is displaced, where ΔF is a difference in force F applied to at least two different positions X1 and X2 of the first flight control surface (28) at times T1 and T2, and ΔX is a difference in position X2-X1 ; and achieving full contact between the first trailing edge (28B) and the second leading edge (22A) when a known full contact mechanical stiffness is reached.