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Purpose This study aims to predict dynamic responses of aileron and spoiler control surfaces in subsonic flight via the use of surrogate models. The prepared reduced order models prove useful when quick estimations for a large number of variations are required. Design/methodology/approach The linear frequency domain (LFD) method was used for the simulation study. Each surrogate contained a database of 100 control surface dynamic responses over a spectrum of 200 harmonics computed with LFD. To interpolate new results, the DLR surrogate modelling toolbox, SMARTy, was used. The database’s samples were prepared in a Halton sequence, making interpolation reliable. The surrogate’s parameter space was the Mach number, Reynold’s number, angle of attack, control surface deflection angle and the control surface chord length. Findings The LFD method proved effective for the mentioned purpose: the surrogates were accurate, up to 15% of relative error, in reproducing dynamic responses of aileron and spoiler deflections at low speed, within the limitations of flow field linearity, as well as surrogate prediction capability. The restrictions of the surrogate, and the reasoning thereof, are also presented in detail in the study. Future load alleviation studies are a potential of the findings here. Originality/value LFD is an innovative technique for load prediction and alleviation studies. This paper provides a reference for engineers wishing to use the method for the two mentioned control surfaces, or the like.

This paper describes a frequency-domain method for the identification of multi-input control equivalent turbulence input models. Such models can be identified from flight data gathered in specific ...

This paper investigates multi-objective optimization of coordinated patrolling flight of multiple unmanned aerial vehicles in the vicinity of terrain, while respecting their performance parameters....

Purpose The transonic buffet is a complex aerodynamics phenomenon that imposes severe constraints on the design of high-speed vehicles, including for aircraft and space launchers. The origin of buffet is still debated in the literature, and the control of this phenomenon remains difficult. This paper aims to propose an original scenario to explain the origin of buffet, which in turn opens promising perspectives for its alleviation and attenuation. Design/methodology/approach This work relies on the use of numerical simulations, with the idea to reproduce the buffet phenomenon in a transonic aileron designed for small space launchers. Two numerical approaches are tested: unsteady Reynolds averaged Navier–Stokes (URANS) and large-eddy simulation (LES). The numerical predictions are first validated against available experimental data, before to be analysed in detail to identify the origin of buffet on the studied configuration. A complementary numerical study is then conducted to assess the possibility to delay the onset of buffet. Findings The buffet control strategy is based on wall cooling. By adequately choosing the wall temperature, this work shows that it is feasible to delay the emergence of buffet. More precisely, this paper highlights the crucial role of the subsonic flow inside the boundary layer, showing the existence of upstream travelling pressure waves that are responsible for the flow coupling between both sides of the airfoil, at the origin of the buffet phenomenon. Originality/value This paper proposes a new scenario to explain the origin of buffet, based on the use of a Fanno and Rayleigh flow analogies. This approach is used to design a control solution based on a modification of the wall temperature, showing very promising results.

In this paper, we review the concept of Lie brackets and how it can be exploited in generating motion in unactuated directions through nonlinear interactions between two or more control inputs. Applying this technique to the airplane flight dynamics near stall, a new rolling mechanism is discovered through nonlinear interactions between the elevator and the aileron control inputs. This mechanism, referred to as the Lie Bracket Roll Augmentation (LIBRA) mechanism, possesses a significantly higher roll control authority near stall compared to the conventional roll mechanism using ailerons only; it produces more than an order-of-magnitude stronger roll motion over the first second. The main contribution of this paper is to study the nonlinear flight physics that lead to this superior performance of the LIBRA mechanism. In fact, the LIBRA performance in free flight (six DOF) is double that in a confined environment of two-DOF roll-pitch dynamics. The natural feedback from the airplane motion (roll, yaw, and sideslip) into the LIBRA mechanism boosts its performance through interesting nonlinear interplay between roll and yaw, while exploiting some of the changes in the airplane characteristics near stall.

[ES] El objetivo principal del presente trabajo de final de grado es analizar la influencia de las superficies de control primarias (alerón, timón de profundidad y timón de dirección) en una aeronave de tipo comercial, empleando para ello el Boeing 737-800. El análisis realizado se basa en un estudio en CFD (Computational Fluid Dynamics) por medio del uso del programa STAR-CCM+. Para ello, se estudian diversas configuraciones de dichas superficies de control en la aeronave, diferenciándose cuatro casos claros: Deflexión de alerón, deflexión de timón de profundidad, deflexión de alerón y timón de profundidad, y deflexión de alerón y timón de dirección. Para cada uno de ellos, se analizan dos deflexiones de cada superficie de control distintas a dos números de Mach. El documento se encuentra estructurado de tal forma que permita, primeramente, entender el escenario general del tema a tratar, así como los objetivos del proyecto y la motivación para su realización. Después, se lleva a cabo una explicación del marco teórico que engloba los aspectos propios de la mecánica del vuelo longitudinal y lateral-direccional, así como los relacionados con CFD. Posteriormente, se realiza una exposición y análisis de los resultados obtenidos por medio del estudio, para finalizar obteniendo las conclusiones más relevantes y elaborando un presupuesto que refleje los costes asociados al uso de los Software empleados y las horas invertidas por parte del realizador del estudio y la tutora del mismo., [EN] The main objective of this final degree project is to analyze the influence of the primary control surfaces (aileron, elevator and rudder) in a commercial aircraft, in this case the Boeing 737-800. The analysis performed is based on a CFD (Computational Fluid Dynamics) study using the STAR-CCM+ program. To do this, various configurations of said control surfaces in the aircraft are studied, differentiating four clear cases: Aileron deflection, elevator deflection, aileron and elevator deflection, and aileron and rudder deflection. For each of them, two different deflections of each control surface at two Mach numbers are analyzed. The document is structured in such a way that it allows, firstly, to understand the general scenario of the topic to be discussed, as well as the objectives of the project and the motivation for its realization. Afterwards, an explanation of the theoretical framework is carried out, which encompasses the aspects of the mechanics of longitudinal and lateral-directional flight, as well as those related to CFD. Subsequently, a presentation and analysis of the results obtained through the study is carried out, to conclude by obtaining the most relevant conclusions and preparing a budget that reflects the costs associated with the use of the Software used and the hours invested by the director of the study and its tutor.

Most modern aircraft employ discrete ailerons for roll control. The induced drag, rolling moment, and yawing moment for an aircraft depend in part on the location and size of the ailerons. In the present study, lifting-line theory is used to formulate theoretical relationships between aileron design and the resulting forces and moments. The theory predicts that the optimum aileron geometry is independent of prescribed lift and rolling moment. A numerical potential flow algorithm is used to evaluate the optimum size and location of ailerons for a wide range of planforms with varying aspect ratio and taper ratio. Results show that the optimum aileron design to minimise induced drag always extends to the wing tip. Impacts to induced drag and yawing moment are also considered, and results can be used to inform initial design and placement of ailerons on future aircraft. Results of this optimisation study are also compared to theoretical optimum results that could be obtained from morphing-wing technology. Results of this comparison can be used to evaluate the potential benefits of using morphing-wing technology rather than traditional discrete ailerons.

Accepted: 2021-02-28, 資料番号: PA2120065000

The implementation of interconnect gain from aileron to rudder surface on the majority of the aircraftis to decrease sideslip which is generated because of adverse yaw with the movement of control stick in lateral axis and also enhances the turning rate performance.The Aileron to Rudder Interconnect (ARI)involves significant part to decouple the Dutch roll oscillations from roll rate response to aileron command. ARI is feed-forward gain whichis susceptible to aircraft system uncertainty. Incorrect ARI gain can lead to side slip buildup which can cause aircraft to depart in case of fault scenarios. Four systematic ARI design methods are proposed. One of the proposed methods which use the norm of ARI transfer function at roll damping frequency is suitable for online reconfiguration of control law. The reconfiguration of ARI gain is illustratedwith the simulation responses of fault scenario case of aileron surface damage.

This paper is concerned with small UAV (unmanned aerial vehicle) control algorithm development during landing. The UAV landing problem for small UAVs (less than 20 kg) remains actual despite the great amount of books, papers, and monographs devoted to this topic. In this paper, a model with V-shaped keel is under consideration. Mechanization of such a vehicle consists of flaperons and ailerons. To describe a flight, a system of nonlinear differential equations is developed. The automatic control both for longitudinal and lateral motion as well as for thrust is designed. The stability analysis of the controlled system is conducted by plotting stability regions in the space of the feedback coefficients. The results of a numerical modeling of a flight with external disturbances are given.

The paper is devoted to the problem of safe flight in vortex hazard conditions. A vortex wake is always produced behind flying aircraft. This vortex wake is invisible to other aircraft following it. Therefore, getting into a vortex wake from a preceding aircraft often becomes unexpected and quite often leads to flight incidents. This is confirmed by the statistics of flight accidents. With the introduction of aircraft weighing more than 500 tons, the problem of vortex safety has only sharpened. The fact is that the old standards that define safe intervals between flying aircraft are still active. These standards are given in this paper. It is also shown that even if these standards are observed, the flight of a medium-class aircraft at the same level as a heavy-class aircraft is unsafe. To study the effect of the vortex wake from the preceding aircraft, a special computational software complex based on the discrete vortex method was developed. This complex has passed the necessary testing and state registration. A number of measures were carried out to validate and verify the developed complex, confirming the operability of the programs included in it and the reliability of the results obtained. On the basis of this computational and software complex studies on the effect of the A380 aircraft vortex wake on MS-21 class aircraft were performed. The studies were undertaken for various altitudes and speeds of the A380 aircraft and for its various flight configurations. As a criterion for the MS-21 aircraft safe flight, the roll moment that occurs due to falling into the vortex wave, in particular, its coefficient was chosen. If the coefficient of the MS-21 aircraft roll moment when it hits the vortex wake exceeds that from the ailerons, such a flight is considered dangerous. The distances behind the A380 that are unsafe for the MS-21 aircraft flight are given.

We describe the Intelligent Autopilot System (IAS), a fully autonomous autopilot capable of piloting large jets such as airliners by learning from experienced human pilots using Artificial Neural Networks. The IAS is capable of autonomously executing the required piloting tasks and handling the different flight phases to fly an aircraft from one airport to another including takeoff, climb, cruise, navigate, descent, approach, and land in simulation. In addition, the IAS is capable of autonomously landing large jets in the presence of extreme weather conditions including severe crosswind, gust, wind shear, and turbulence. The IAS is a potential solution to the limitations and robustness problems of modern autopilots such as the inability to execute complete flights, the inability to handle extreme weather conditions especially during approach and landing where the aircraft’s speed is relatively low, and the uncertainty factor is high, and the pilots shortage problem compared to the increasing aircraft demand. In this paper, we present the work done by collaborating with the aviation industry to provide training data for the IAS to learn from. The training data is used by Artificial Neural Networks to generate control models automatically. The control models imitate the skills of the human pilot when executing all the piloting tasks required to pilot an aircraft between two airports. In addition, we introduce new ANNs trained to control the aircraft’s elevators, elevators’ trim, throttle, flaps, and new ailerons and rudder ANNs to counter the effects of extreme weather conditions and land safely. Experiments show that small datasets containing single demonstrations are sufficient to train the IAS and achieve excellent performance by using clearly separable and traceable neural network modules which eliminate the black-box problem of large Artificial Intelligence methods such as Deep Learning. In addition, experiments show that the IAS can handle landing in extreme weather conditions beyond the capabilities of modern autopilots and even experienced human pilots. The proposed IAS is a novel approach towards achieving full control autonomy of large jets using ANN models that match the skills and abilities of experienced human pilots and beyond.

A nonlinear controllability analysis for fixed-wing aircraft has been performed in an earlier effort by the authors, which revealed a novel roll mechanism due to a nonlinear interaction between elevator and aileron control inputs. In this effort, we perform a detailed investigation of this novel roll mechanism, called Lie Bracket Roll Augmentation (LIBRA). First, we show the nonlinear flight physics associated with the LIBRA mechanism. Second, using the Fliess functional expansion, we perform a theoretical study of the effectiveness (degree of controllability) of the LIBRA mechanism in comparison to the conventional mechanism (using ailerons only). Third, to simulate the airplane response to a LIBRA input, we cast the problem of executing the LIBRA mechanism as a nonholonomic motion planning problem. In such a problem, a Lie bracket input is applied to generate motion along an unactuated direction. A Lie bracket input represents a nonlinear interaction between two (or more) control inputs to steer the system along a direction that is not directly actuated by any of these inputs (or their linear combinations). In this language, the LIBRA mechanism is simply a Lie bracket interaction between the elevator and aileron control inputs. We modify existing nonholonomic motion planning algorithms for systems with drift to be more feasible for flight control applications with bounded controls. We show that the LIBRA novel roll mechanism is superior compared to the conventional one during stall, where the aileron sensitivity degrades. In particular, the novel roll mechanism can provide an order of magnitude enhancement in the rolling capability over the conventional roll mechanism near stall.

Aileron to Rudder Interconnect (ARI) gain is implemented on most fighter aircraft, primarily to reduce the side slip produced due to adverse yaw from pilot lateral control stick input and to improve the turn rate response. A systematic and non-iterative design procedure for ARI gain is proposed herein based on the evaluation of a transfer function magnitude at the aircraft roll mode frequency. The simplicity of the proposed method makes it useful for real-time flight control law reconfiguration in situations where the aileron control authority is diminished due to damage. This is demonstrated by a simulation example considering an aileron surface damage scenario.

This work aims to model transonic airfoil–gust interaction and the gust response on transonic aileron-buzz problems using high-fidelity computational fluid dynamics (CFD) and the Long Short Term Me...

For a mechatronic system, the lack of robustness is mainly due to an ignorance of variability, which is unavoidable in every designed system at all stages of system development and during its life cycle. In fact, the inherent imperfections of manufacturing processes and operational variations such as material wear or multiphysical effects (thermal, vibrations, etc.) involve parametric variations, which can degrade the proper system function. To ensure a high level of quality and to improve design robustness, the deviations between actual and target definition should be restricted by specified tolerances. Moreover, it is important to understand the relationship between parameter deviations and system behavior. Thus, in this article, a variational approach is proposed to identify performance sensitivity to parameter deviations in a mechatronic system and to determine influential parameters that affect significantly the proper functioning of the system and its behavior. Furthermore, this approach is used to specify the admissible parameter deviations for which the given specifications can be guaranteed. The complete approach is applied to an example in the aeronautic field: an electromechanical actuator driving an aircraft primary flight control surface (aileron).

Aileron is a control surface that functions as a regulator of roll motion. The movements of the ailerons are opposite to the left and right sides. Previous studies have shown that graphs of hinge moment coefficient (C hm ) values increases with increasing angle of attack. This study is to determine the aerodynamic characteristics of aileron by combining the surface area of the vane into the aileron by varying the aileron’s deflection. The calculation is performed using a numerical method in two dimensions (2D) commercial CFD simulation software. The results of the study concluded that the hinge moment coefficient for modified airfoil at δA = -20°, 0°, and 20° was -0.071, 0.078, and 0.177, respectively. These values are smaller when compared to C hm value in basic aileron that was -0.094, 0.095, and 0.201, respectively.

Variable-camber technology is considered an effective way to adaptively improve the aerodynamic performance of aircraft under various flight conditions. This paper studies the aerodynamic characteristics of the trailing-edge variable-camber technology by means of Computational Fluid Dynamics (CFD) and a drag decomposition method. Trailing-edge variable-camber technology can be simply realized by the continuous deflection of the flaps and ailerons of a wing. A supercritical airfoil is used to study the two-dimensional effect of variable-camber technology, and a wide-body airplane model is used to validate the three-dimensional improvement in the wing's airfoil made by variable-camber technology. An optimization strategy for airfoil that incorporates variable-camber technology is proposed. The optimization results demonstrate that the proposed method can obtain better results than the traditional segregated shape optimization.

In this paper we consider Model Predictive Control (MPC) design for roll angle control for a Fixed-Wing Unmanned Aerial Vehicle (UAV) with Multiple Segmented Control Surfaces. The challenge of roll angle control for a Fixed-Wing UAV consists of switching between inner and outer aileron-pairs with hard constraints due to safety, energy saving and switching actuators. The novelty consists of formulating a hybrid-control problem as a switched linear constrained MPC-QP problem and switched state observer design for Fixed-Wing UAV. A fast novel QP-solver based on the active-set QP-solver Hildreth is developed to meet the real-time implementation target, which is to stay below the sampling time of Ts = 10 ms. The designed MPC controllers are simulated using Matlab. Simulations and the CPU-time from the improved QP-solvers show MPC to be a very good choice for real-time roll angle control for Fixed-Wing UAVs., In this paper we consider model predictive control (MPC) design for roll angle control for a fixed-wing unmanned aerial vehicle (UAV) with multiple segmented control surfaces. The challenge of roll angle control for a fixed-wing UAV consists of switching between inner and outer aileron pairs with hard constraints due to safety, energy saving and switching actuators. The novelty consists of formulating a hybrid control problem as a switched linear constrained MPC-QP problem and switched state observer design for fixed-wing UAV. A fast novel QP-solver based on the active-set QP-solver Hildreth is developed to meet the real-time implementation sampling time of Ts = 10 ms. The designed MPC controllers are simulated using Matlab. Simulations and the CPU-time from the improved QP-solvers show MPC to be a very good solution for real-time roll angle control of fixed-wing UAVs.

Purpose A standard automatic flight control system – autopilot – will become required equipment of the future aircraft, operating in the common sky. For a specific group of aircraft, they are too expensive and too energy-consuming solutions. This paper aims to present the concept of an automatic flight control system that overcomes those limitations. Design/methodology/approach The proposed automatic flight control system uses the trim tabs in all prime flight controlling surfaces: elevator, ailerons and rudder, for stabilizing and controlling the steady flights of an aircraft. Findings The results of an aeroplane flight controlled with the use of trim tabs simulation tests and remarks have been presented and discussed. The simulation was conducted in real-time hardware in the loop environment. The stabilization of the flight was achieved in performed test scenarios. Originality/value The possibility to control an aircraft with coordinated deflections of the trimming surfaces is a beneficial alternate to those currently used and can be recommended for use in the next-generation aircraft.

Extensive research in recent years has focused on improving the current loss-of-control prevention systems and developing new strategies for safe path planning of the impaired aircraft. Success in developing such systems requires a comprehensive perception of the influence of damage on the aircraft’s dynamic behaviour and performance, and the effect of various failure degrees on the flight envelope confinement and the remaining safe maneuvers. This paper comprehensively describes the effects of lateral control surface failure on the NASA Generic Transport Model (GTM) flight envelope, defined by a set of attainable steady-state maneuvers herein referred to as trim points. The study utilises a large database of high-fidelity maneuvering flight envelopes computed for the unimpaired case and wide ranges of the aileron and rudder failure cases at different flight conditions. Flight envelope boundary is rigorously investigated, and the key parameters confining the trim points at different boundary sections are identified. Trend analyses of the impaired flight envelopes and the corresponding limiting factors demonstrate the effect of various failure degrees on the remaining feasible trim points. Results can be employed in emergency path planning with potential uses in the development of aircraft resilient control and upset recovery systems.

Aiming at the problem of energy collection and consumption of solar-powered UAV under different maneuvers, an energy collection model combining solar-powered UAV attitude and solar radiation was established. Firstly, the ASHRAE model was used as the solar radiation estimation model in the flight environment. Secondly, the energy harvesting model of the solar-powered UAV is deduced by the relationship between the attitude of the UAV, the relative position of the sun and the earth. The experimental data was used to establish the energy consumption model of solar-powered UAV in different flight states. Finally, the flight time of the same mission path under different operating modes is obtained through simulation. Simulation results show that when the solar-powered UAV is hovering at a height of 3 000 meters and a radius of 50 meters, the flight time of aileron operation is 7.19% longer than power differential operation; when hovering at a radius of 170 meters, the flight time of the two operations is almost equal; when hovering at a radius of 600 meters and flying in a line, the flight time of the power differential operation is about 1.08% longer than that of the aileron operation.

Based on mechanism research of dynamic coupling and inertial coupling of flying wing UAV at high attack angle or stall maneuver flight, a decoupling compensator is designed to realize the longitude and lateral channels, the aileron and the rudder channel. The maneuver control law is designed based on the robust servo method, which solves the problem of rapid maneuvering of the flying wing. The maneuvering boundary protection controller effectively reduces the risk of boundary during the maneuver flying. At last, the flying tests verified the engineering feasibility of decoupling controller and robust maneuvering controller.

Nixus is the world’s first fly-by-wire (FBW) sailplane, with a custom 92-foot span, 53.3 aspect ratio wing. With the second-largest-aspect-ratio wing ever built for a crewed airplane, Nixus faces unique challenges for aeroelastic design, requiring detailed study and special considerations for safe operation. The use of an FBW system for the wing control surfaces allows the exploration of new strategies for automatic flap positioning, tailored aileron deflections, load alleviation, and, in the future, aeroelasticity control. This paper briefly describes some aspects of this sailplane’s fabrication and covers in detail the ground vibration test (GVT) and use of the GVT results in the flight envelope expansion campaign. The preparation and execution of the GVT are presented, including aspects related to the involvement of Cal Poly’s Aerospace Engineering undergraduate students in this process as part of an extracurricular activity. Results of the GVT, comparison with finite element analysis (FEA), and flutter predictions from the test-verified FEA model are provided. Additionally, the execution of flutter flight tests that used the FBW system to excite the wing is presented.

This paper details the development of a high redundancy Unmanned Aerial Vehicle (UAV) platform with a sliding mode fault tolerant control system. The high redundancy UAV platform is of a Tilt Wing design, utilising four wings, each with a propeller. Conventional fixed wing aircraft control surfaces are also implemented i.e. ailerons, elevators and rudders. The benefits of such a platform is it combines the efficient forward flight of fixed wing aircraft, with the agility and Vertical Take Off and Landing (VTOL) capability of a conventional multi-rotor aircraft. Results show good forward flight performance despite the presence of actuator faults/failures.