WO2011115164A1 - 空力係数推定装置及びこれを用いた舵面故障・損傷検出装置 - Google Patents
空力係数推定装置及びこれを用いた舵面故障・損傷検出装置 Download PDFInfo
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/08—Aerodynamic models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D2045/0085—Devices for aircraft health monitoring, e.g. monitoring flutter or vibration
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
- G01C23/005—Flight directors
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/0055—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements
- G05D1/0077—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements using redundant signals or controls
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0004—Transmission of traffic-related information to or from an aircraft
- G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
- G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
Definitions
- the present invention relates to an aerodynamic coefficient estimation device and a control surface failure / damage detection device using the same, and more particularly to an aerodynamic coefficient estimation device that estimates an aerodynamic coefficient indicating an aerodynamic characteristic of an aircraft and an aircraft using the estimated aerodynamic coefficient.
- the present invention relates to a control surface failure / damage detection device for detecting a control surface failure or damage.
- a control surface failure / damage detection device that detects control surface failure in software based on this aerodynamic coefficient is disclosed.
- a method of detecting damage to the control surface directly by hardware by laying optical fibers and electric wires on the fuselage is also conceivable.
- the aerodynamic coefficient is estimated using the above-described sequential least squares method, an angular acceleration is required to calculate the aerodynamic coefficient, so a sensor for detecting the angular acceleration needs to be mounted on the aircraft. If a new sensor is provided, there is a problem that the weight of the airframe is increased. Further, estimating the aerodynamic coefficient depending on only one method such as the successive least squares method or the neural network method has a problem that an accurate aerodynamic coefficient estimation value may not be obtained. For this reason, if the aerodynamic coefficient obtained by the successive least squares method or the neural network method is applied to the control surface failure / damage detection, there is a risk of erroneous detection, and the detection result is reflected in the flight control law. There is a problem that it cannot be done carelessly. Furthermore, the method of laying an optical fiber or the like on the airframe has a problem that failure cannot be detected among failures / damages.
- the present invention has been made to solve the above problems, and provides an aerodynamic coefficient estimation device capable of calculating a highly reliable aerodynamic coefficient estimation value, while reducing the burden on the passenger.
- An object of the present invention is to provide a control surface failure / damage detection device capable of accurately detecting a control surface failure / damage by calculating a reliable aerodynamic coefficient estimation value.
- the present invention employs the following means.
- the present invention provides a rudder angle command signal generating means for generating a rudder angle command signal for estimating an aerodynamic coefficient indicating an aerodynamic characteristic of the fuselage, and a control surface provided on the fuselage is driven based on the rudder angle command signal.
- the motion state amount acquisition means for acquiring the motion state amount of the aircraft resulting from the occurrence of the motion, and the candidate values for estimating the aerodynamic coefficient are calculated from the motion state amount using two or more different estimation methods.
- an aerodynamic coefficient estimation device including candidate value calculation means and aerodynamic coefficient estimation value determination means for determining an aerodynamic coefficient estimation value based on each candidate value.
- the rudder angle command signal is generated by the rudder angle command signal generating means so as to drive the control surface so that a certain amount of motion is generated in the airframe in order to estimate the aerodynamic coefficient.
- the control surface is driven according to the control angle command signal.
- the motion state quantities such as the angle of attack, the side slip angle, the airspeed, the angular velocity, the attitude angle, and the rudder angle of the airframe that has caused the motion by driving the control surface are acquired by the motion state quantity acquisition means. Obtained from a sensor or the like provided in advance.
- the candidate value calculation means two or more different estimation methods, for example, an extended Kalman filter, an unscented Kalman filter, a Fourier transform regression method, a neural network method, a particle filter, etc. Then, candidate values that are candidates for calculating the aerodynamic coefficient estimated value are calculated.
- the aerodynamic coefficient estimated value determining means selects or calculates the most appropriate aerodynamic coefficient estimated value from these candidate values, and finally determines the aerodynamic coefficient estimated value.
- redundancy in calculating the aerodynamic coefficient estimated value is performed. And a highly reliable aerodynamic coefficient can be calculated.
- the aerodynamic coefficient estimated value determining means determines an average value or an intermediate value of the candidate values as an aerodynamic coefficient estimated value.
- the average value or the intermediate value is determined as the aerodynamic coefficient estimated value from the candidate values calculated by different methods. Redundancy during calculation can be achieved, and a highly reliable aerodynamic coefficient can be calculated.
- the aerodynamic coefficient estimated value determining means is the most reproducible value of the motion state quantity calculated based on each of the candidate values.
- the candidate value corresponding to the coincident reproduction value is determined as an aerodynamic coefficient estimated value.
- the aerodynamic coefficient estimation apparatus it is possible to calculate the reproduction value of the motion state quantity using each candidate value. For this reason, the reproduction value of the movement state quantity obtained from each candidate value is compared with the actual movement state quantity acquired by the movement state quantity acquisition means, and corresponds to the reproduction value that most closely matches the actual movement state quantity. Since the candidate value is determined as the aerodynamic coefficient estimated value, redundancy in calculating the aerodynamic coefficient estimated value can be achieved, and a highly reliable aerodynamic coefficient can be calculated.
- control surface failure / damage detection device of the present invention includes a failure / damage possibility determination means for determining the possibility of a control surface failure / damage and a failure / damage to the control surface by the failure / damage possibility determination means. If it is determined that there is a possibility that a control surface failure has occurred, a control surface failure that detects which control surface has failed or is damaged based on the aerodynamic coefficient estimation value estimated by the aerodynamic coefficient estimation device. Damage detection means.
- control surface failure / damage detection device of the present invention when it is determined that there is a possibility of failure / damage to the control surface, an aerodynamic coefficient estimated value is calculated, and based on this, any control surface is determined. Because it detects whether there is a failure or damage, it minimizes unnecessary movements such as unnecessary shaking of the aircraft and minimizes the burden on the passenger, while constantly monitoring the control surface for failure and damage. In addition, it is possible to detect a control surface failure or damage.
- the failure / damage possibility determination means generates a control angle command signal for driving the control surface so that no motion occurs in the airframe.
- Another steering angle command generation signal, and other motion state quantity acquisition means for acquiring the motion state quantity of the aircraft resulting from driving of the control surface provided on the aircraft based on the steering angle command signal And determining the possibility of failure / damage of the control surface based on the amount of motion state.
- the other control angle command generation signal does not cause any motion in the fuselage in order to determine the possibility of control surface failure / damage.
- a steering angle command signal for driving each control surface with such a combination of steering angles is generated.
- the other motion state quantity acquisition means acquires the motion state quantity of the aircraft due to the control surface being driven in accordance with the steering angle command signal generated to determine the possibility of failure or damage of the control surface.
- the failure / damage possibility determination means may determine whether the control surface has failed / damaged based on the movement state quantity.
- the control surface failure / damage detection apparatus is the control surface failure / damage detection device, wherein the failure / damage possibility determination means generates a steering angle command signal for changing to or maintaining the desired body posture.
- Angle command signal generation means still other motion state quantity acquisition means for acquiring the motion state quantity of the aircraft in flight based on the rudder angle command signal, and the motion state quantity when it is assumed that the aircraft is normal
- a motion state amount prediction means for calculating a motion state amount prediction value predicting the motion state amount, and determining the possibility of control surface failure / damage based on the motion state amount and the motion state amount prediction value.
- the rudder is based on the actual motion state quantity in flight and the predicted motion state quantity when the aircraft is normal. By determining the possibility of surface failure / damage, it minimizes unnecessary movements such as unnecessary shaking of the aircraft and minimizes the burden on the passenger, while constantly monitoring the failure / damage of the control surface. Thus, it is possible to accurately detect a failure / damage of the control surface.
- a control surface failure / damage detection device includes an optical fiber or an electric wire laid on a fuselage, and a detection means for detecting an abnormality of the optical fiber or the electric wire, and the failure / damage.
- Possibility determining means is provided in the airframe based on the steering angle command signal and still another rudder angle command signal generating means for generating a rudder angle command signal for changing and maintaining the airframe in a desired posture.
- a rudder angle obtaining unit that obtains a rudder angle resulting from driving of the rudder surface, and a rudder angle prediction value that predicts a rudder angle based on the rudder angle command signal when the aircraft is assumed to be normal is calculated. And determining the possibility of damage to the control surface based on the detection result of the detection means, and the possibility of a control surface failure based on the steering angle and the predicted steering angle value. Determine.
- the possibility of damage to the control surface is determined based on the abnormality detection result obtained from the optical fiber or the electric wire, and the actual in flight
- the possibility of control surface failure is determined based on the rudder angle and the predicted rudder angle based on the assumption that the aircraft is normal, unnecessary movements such as unnecessary shaking of the fuselage are minimized.
- the control surface failure / damage detection means is configured such that the aerodynamic coefficient estimated value and the aerodynamic coefficient estimated value when the fuselage is normal or the previous failure / damage detection.
- the failure and damage of the control surface are detected by comparing the estimated value of the aerodynamic coefficient when the control is performed.
- the aerodynamic coefficient estimated value and the previously calculated aerodynamic coefficient value when the fuselage is normal are sequentially stored, and the control surface failure / When performing damage detection, it is possible to accurately detect the failure / damage of the control surface even when the control surface failure / damage progresses by comparing with these.
- FIG. 1 is a block diagram showing a schematic configuration of the aerodynamic coefficient estimation apparatus according to the first embodiment.
- the aerodynamic coefficient estimation apparatus 1 estimates an aerodynamic coefficient indicating an aerodynamic characteristic of an aircraft.
- the aerodynamic coefficient estimation apparatus 1 is applied to an aircraft as shown in FIG. 1 and controls a flight control system 2 that controls the aircraft body, and controls the attitude of the aircraft.
- a flight control system 2 that controls the aircraft body, and controls the attitude of the aircraft.
- the control surface 3 that generates the aerodynamic force
- the sensor 4 that detects the amount of motion of the airframe.
- the flight control system 2 is a system that controls the entire aircraft.
- the flight control system 2 constitutes a flight control law according to the state of the aircraft and the flight, and flight control is performed based on the aerodynamic coefficient estimation value estimated by the aerodynamic coefficient estimation device 1. Reconstruct the law.
- the flight control system 2 outputs control signals to various devices (not shown) provided in the aircraft according to the flight control law.
- the rudder surface 3 is an elevator that raises and lowers the nose, a rudder that changes the direction of the nose to the left and right, an auxiliary wing that tilts the fuselage to the left and right, and a wing shape of the main wing.
- the control surface 3 is driven by an actuator system (not shown) via a flight control system in accordance with a steering angle command signal to be described later.
- the sensor 4 includes various sensors such as an air data sensor, an inertial sensor, and a rudder angle sensor, and various motions related to the motion state of the airframe such as the angle of attack, side slip angle, air speed, angular velocity, attitude angle, and rudder angle of the airframe.
- the sensor information related to the state quantity is acquired, and the acquired sensor information is output to the sensor information acquisition unit 6.
- the aerodynamic coefficient estimation device 1 includes a steering angle command signal generation unit (steering angle command signal generation unit) 5, a sensor information acquisition unit (movement state quantity acquisition unit) 6, a candidate value calculation unit (candidate value calculation unit) 7, and an aerodynamic coefficient.
- An estimated value determining unit (aerodynamic coefficient estimated value determining means) 8 is provided.
- the rudder angle command signal generation unit 5 generates a rudder angle command signal that drives the rudder surface 3 so that a certain amount of motion is generated in the airframe in order to estimate the aerodynamic coefficient.
- the generated steering angle command signal is output to the flight control system 2.
- the flight control system 2 generates a steering angle command signal for changing or maintaining a desired body posture during the flight of the aircraft, and the steering angle command signal generated by the steering angle command signal generation unit 5 in response thereto.
- the sensor information acquisition unit 6 acquires the motion state quantity of the airframe due to the driving of the control surface 3 in accordance with the steering angle command signal via the sensor 4 and outputs it to the candidate value calculation unit 7 described later.
- the candidate value calculation unit 7 includes an arithmetic unit 7A that stores an arithmetic rule by an extended Kalman filter, an arithmetic unit 7B that stores an arithmetic rule by an unscented Kalman filter, an arithmetic unit 7C that stores an arithmetic rule by a Fourier transform regression method, and a neural network method.
- An arithmetic unit 7D that stores the arithmetic rule is provided, and the arithmetic units 7A to 7D each calculate a candidate value for estimating the aerodynamic coefficient from the sensor information based on the arithmetic rule stored by each.
- the candidate value calculation unit 7 outputs the candidate values calculated by the calculators 7A to 7D to the aerodynamic coefficient estimated value determination unit 8.
- the candidate value calculation unit 7 may be configured to calculate the candidate values using all of the calculators 7A to 7D, and use any two or any three of the calculators 7A to 7D. It is good also as a structure which calculates each candidate value. Further, the calculation of the candidate value in each of the calculators 7A to 7D is not limited to the calculation rule based on the above four estimation methods, and for example, the calculation rule related to another estimation method such as a particle filter may be applied. it can.
- the aerodynamic coefficient estimated value determining unit 8 determines an aerodynamic coefficient estimated value from the plurality of candidate values calculated by the candidate value calculating unit 7. Specifically, the average value or intermediate value of each candidate value can be calculated, and the obtained average value or intermediate value can be finally determined as the aerodynamic coefficient estimated value. In addition, using each candidate value, the reproduction value of the sensor information corresponding to each candidate value is calculated, and each reproduction value is compared with the sensor information, thereby reproducing the value that matches or is closest to the sensor information. Candidate values corresponding to the values can be determined as aerodynamic coefficient estimated values. The determined aerodynamic coefficient estimated value is output to the flight control system 2.
- the rudder angle command signal generation unit 5 generates a rudder angle command signal that drives the control surface 3 so that a certain amount of motion is generated in the airframe in order to estimate the aerodynamic coefficient. It outputs to the system 2 and proceeds to the next step S12.
- the flight control system 2 generates a rudder angle command signal for changing or maintaining the desired body posture, and a rudder angle command signal generated by the rudder angle command signal generator 5 is superimposed on the rudder angle command signal.
- An angle command signal is output to an actuator system (not shown), and the control surface 3 is driven by the actuator system in accordance with the steering angle command signal.
- step S13 since the control surface 3 is driven in the previous step S12, a motion in accordance with the steering angle command signal such as shaking is generated in the airframe. A change occurs in the amount of movement state. Therefore, the sensor 4 detects the amount of motion state as sensor information, and outputs the sensor information to the sensor information acquisition unit 6.
- step S14 the candidate values are calculated by the calculators 7A to 7D of the candidate value calculation unit 7, and the calculation result is output to the aerodynamic coefficient estimated value determination unit 8.
- step S15 the aerodynamic coefficient estimated value determining unit 8 determines a final aerodynamic coefficient estimated value based on each candidate value input from the candidate value calculating unit 7, and the determined aerodynamic coefficient estimated value is flighted. The data is output to the control system 2, and this routine is terminated. Note that the flight control system 2 can reconfigure the flight control law upon receiving an aerodynamic coefficient estimated value input.
- candidate values for estimating the aerodynamic coefficient estimation value are calculated based on two or more different methods by using the calculators 7A to 7D, and finally the aerodynamic coefficient estimation value is determined from these. Therefore, redundancy in calculating the aerodynamic coefficient estimated value can be achieved, and a highly reliable aerodynamic coefficient can be calculated.
- the extended Kalman filter, unscented Kalman filter, Fourier transform regression method and neural network method applied to the computing units 7A to 7D do not require the angular acceleration of the aircraft as sensor information when calculating candidate values. It is not necessary to provide a sensor for detecting the angular acceleration, and an increase in the weight of the aircraft can be avoided.
- FIG. 3 is a block diagram showing a schematic configuration of a control surface failure / damage detection apparatus according to the second embodiment.
- the control surface failure / damage detection device 11 detects a failure / damage of the control surface 3 provided on the aircraft, and the control surface does not follow the control angle command value or does not move (stick). In addition, it detects damage such as a part of the control surface being missing or missing. Therefore, the control surface failure / damage detection device 11 includes a failure / damage possibility determination unit 12 and a control surface failure / damage detection unit 15 in addition to the aerodynamic coefficient estimation device 10 as shown in FIG.
- the control surface failure / damage detection device 11 is applied to an aircraft, and includes a flight control system 2 that controls the aircraft body, a sensor 4 that detects the amount of motion of the aircraft, and a display device 16 provided in an aircraft cockpit. Connected with.
- the aerodynamic coefficient estimation device 10 provided in the control surface failure / damage detection device 11 has the same configuration as the aerodynamic coefficient estimation device 1 in the first embodiment described above, but is applied to the control surface failure / damage detection device 11. It is different in that it has a configuration to be performed. Hereinafter, the description of the same configuration as the aerodynamic estimation device 1 will be omitted, and a different configuration will be described.
- the rudder angle command signal generation unit 5 in order to estimate the aerodynamic coefficient, the rudder angle command signal generation unit 5 generates a rudder angle command signal for estimating the aerodynamic coefficient so that the control surface 3 is driven so that a certain amount of motion is generated in the airframe.
- a rudder angle command for failure / damage confirmation to drive each control surface with a combination of rudder angles that does not cause movement in the fuselage.
- the signal (Tkern) is stored in advance and is generated based on the aerodynamic coefficient in the case of normal flight and the estimated aerodynamic coefficient when the previous failure / damage was detected.
- the steering angle command signal generation unit 5 generates an aerodynamic coefficient estimation steering device 5A for generating an aerodynamic coefficient estimation steering wheel and a failure / damage confirmation signal for generating a steering angle command signal for failure / damage confirmation.
- a steering device 5B is provided.
- the flight control system 2 generates a steering angle command signal for changing or maintaining a desired body posture during the flight of the aircraft, and the steering angle command signal generated by the steering angle command signal generation unit 5 in response thereto. Is output to the actuator system.
- the aerodynamic coefficient estimation device 10 calculates an aerodynamic coefficient estimated value when the possibility of failure / damage is determined by a failure / damage possibility determination unit 12 to be described later.
- the changeover switch 13 is provided so that sensor information is input only when failure / damage is determined by the possibility determination unit 12.
- the failure / damage possibility determination unit 12 is connected to the sensor information acquisition unit 6, the steering angle command signal generation unit 5 and the flight control system 2, and the sensor information acquisition unit 6, the steering angle command signal generation unit 5 and the flight control system 2. Various kinds of information can be exchanged with.
- the failure / damage possibility determination unit 12 is provided with a changeover switch 14 between the steering angle command signal generation unit 5 and the failure / damage confirmation when determining the possibility of failure / damage of the control surface. Is switched so that a steering angle command signal is input from the steering wheel 5B, and when it is determined that there is a possibility of failure or damage to the control surface, the steering angle command signal is output from the aerodynamic coefficient estimation steering wheel 5A. Can be switched to be input.
- the failure / damage possibility determination unit 12 receives the input of the steering angle command signal for failure / damage confirmation output from the failure / damage confirmation steering wheel 5B.
- the steering angle command signal for confirming failure / damage is output to the flight control system 2.
- the failure / damage possibility determination unit 12 acquires sensor information when the control surface 3 is driven from the sensor information acquisition unit 6 in accordance with the steering angle command signal for failure / damage confirmation, for example, a preset threshold value Is compared with the sensor information, it is determined whether or not there is a possibility that a failure or damage has occurred in any of the control surfaces 3.
- a steering angle command signal for aerodynamic coefficient estimation is received from the aerodynamic coefficient estimation steering 5A, and a steering angle for aerodynamic coefficient estimation is received.
- a command signal is output to the flight control system 2.
- the operations of the changeover switch 13 and the changeover switch 14 are interlocked.
- the changeover switch 13 When the failure / damage possibility determination unit 12 is connected to the failure / damage confirmation steering 5B by the changeover switch 14, the changeover switch 13 is operated. Is OFF, so that sensor information is not input to the calculators 7A to 7D. Further, when the failure / damage possibility determination unit 12 is connected to the aerodynamic coefficient estimation steering unit 5A by the changeover switch 14, the switch 13 is turned on so that sensor information is input to the computing units 7A to 7D. It has become.
- the control surface failure / damage detection unit 15 receives the input of the aerodynamic coefficient estimation value calculated by the aerodynamic coefficient estimation device 10 when it is determined that there is a possibility of failure / damage in the control surface 3. Based on this, it is detected which control surface is broken or damaged.
- the control surface failure / damage detection unit 15 stores in advance the aerodynamic coefficient when the aircraft is flying normally, and the aerodynamic coefficient and the aerodynamic coefficient estimation device 10 output it. It is possible to detect which control surface is broken or damaged based on the comparison result.
- the control surface failure / damage progresses, it is possible to detect the control surface failure / damage based on the comparison result by comparing with the estimated aerodynamic coefficient when the previous failure / damage was detected. .
- the control surface failure / damage detection result is output to the flight control system 2, the steering angle command signal generation unit 5, and the display device 16.
- the rudder angle command signal generation unit 5 reflects the failure / damage location etc. and uses it for the next and subsequent rudder angle command signal generation.
- the flight control system 2 based on the control surface failure / damage detection result and the aerodynamic coefficient estimated value, it is determined whether or not to use the failed / damaged control surface according to the degree of the control surface failure / damage or flight control. Restructure the law. Further, since the control surface failure / damage detection result is input to the display device 16, the control device is notified of which control surface has failed / damaged.
- the changeover switch 14 connects the failure / damage confirmation steering wheel 5B and the failure / damage possibility determination unit 12, and the possibility of failure / damage is always or regularly. It comes to judge. Therefore, in step S21 of FIG. 4, the steering angle command signal generation unit 5 generates a steering angle command signal (Tkern) for failure / damage confirmation at all times or regularly, and sends it to the failure / damage possibility determination unit 12. Output.
- Tkern steering angle command signal
- the rudder angle command signal for failure / damage confirmation is output to the flight control system 2 via the failure / damage possibility determination unit 12, and is changed to the desired body posture generated by the flight control stem 2 in the next step S22.
- the control surface 3 is superimposed on the steering angle command signal for maintenance, and the control surface 3 is driven by an actuator system (not shown) based on the steering angle command signal.
- step S23 the motion state quantity of the airframe is acquired as sensor information by the sensor 4 constantly or periodically, and the sensor 4 outputs the sensor information to the sensor information acquisition unit 6.
- the sensor information is output from the sensor information acquisition unit 6 to the failure / damage possibility determination unit 12, and it is determined in step S24 whether there is a possibility of failure / damage. That is, in the failure / damage possibility determination unit 12, even if the control surface 3 is driven in accordance with the rudder angle command signal for failure / damage confirmation, the motion should not naturally occur in the aircraft.
- the failure / damage possibility determination unit 12 determines that there is a possibility of failure / damage in the control surface, and the next step Proceed to S25. On the other hand, if it can be determined from the sensor information that no motion such as shaking has occurred in the airframe, it is determined that there is no possibility of failure or damage. The determination in step S24 is repeated periodically.
- step S25 the changeover switch is used to estimate the aerodynamic coefficient by the aerodynamic coefficient estimation device 10 when the failure / damage possibility determination unit 12 determines that the control surface has a possibility of failure / damage. 13 and the changeover switch 14 are switched.
- the failure / damage possibility determination unit 12 and the aerodynamic coefficient estimation steering unit 5A are connected, and the sensor information acquisition unit 6 and the calculators 7A to 7B are connected to each other.
- a steering angle command signal for aerodynamic coefficient estimation is generated by the aerodynamic coefficient estimation steering device 5A, output to the flight control system 2, and the process proceeds to the next step S27.
- step S27 the flight control system 2 generates a rudder angle command signal for changing or maintaining the desired body posture, and a rudder angle command signal generated by the rudder angle command signal generation unit 5 is superimposed on the rudder angle command signal.
- An angle command signal is output to an actuator system (not shown), and the control surface 3 is driven by the actuator system according to the steering angle command signal for estimating the aerodynamic coefficient.
- step S28 since the control surface 3 is driven in the previous step S27, a motion in accordance with the rudder angle command signal such as shaking is generated in the airframe. A change occurs in the amount of movement state. Therefore, the sensor 4 detects the amount of motion state as sensor information, and outputs the sensor information to the sensor information acquisition unit 6.
- step S29 the candidate values are calculated by the calculators 7A to 7D of the candidate value calculation unit 7, and the calculation result is output to the aerodynamic coefficient estimated value determination unit 8.
- the aerodynamic coefficient estimated value determining unit 8 determines a final aerodynamic coefficient estimated value based on each candidate value input from the candidate value calculating unit 7, and steers the determined aerodynamic coefficient estimated value.
- step S31 the control surface failure / damage detection unit 15 detects which control surface is broken or damaged based on the estimated aerodynamic coefficient. The control surface failure / damage detection result is output to the flight control system 2, the rudder angle command signal generator 5, and the display device 16, and this routine is terminated.
- the estimated aerodynamic coefficient is calculated. Based on this, it detects which control surface is broken or damaged, so it minimizes unnecessary movements such as unnecessary shaking of the fuselage and minimizes the burden on the passenger while constantly rudder.
- the failure / damage of the control surface can be accurately detected by monitoring the failure / damage of the surface.
- the candidate values for estimating the aerodynamic coefficient estimated value are calculated based on two or more different methods using the calculators 7A to 7D. Since the aerodynamic coefficient estimated value is finally determined from these, redundancy in calculating the aerodynamic coefficient estimated value can be achieved, and a highly reliable aerodynamic coefficient can be calculated.
- FIG. 5 is a block diagram showing a schematic configuration of a control surface failure / damage detection apparatus according to this modification.
- the control surface failure / damage detection device of the present modification differs from the control surface failure / damage detection device according to the second embodiment described above regardless of whether or not a steering angle command signal for failure / damage confirmation is output. Calculate the motion state predicted value that predicted the motion state amount assuming that the aircraft is normal, and the possibility of failure or damage based on this motion state amount predicted value and the actual motion state amount of the aircraft This is the point to make a decision.
- control surface failure / damage detection device does not necessarily need to include the failure / damage confirmation steering device 5B.
- the other configuration is the same as that of the control surface failure / damage detection device described above, and therefore the description thereof will be omitted, and only different points will be described below.
- the failure / damage possibility determination unit 12 is connected to the sensor information acquisition unit 6, the steering angle command signal generation unit 5, the aerodynamic coefficient estimated value determination unit 8, the flight control system 2, and the control surface failure / damage detection unit 15. Various kinds of information can be exchanged with.
- the failure / damage possibility determination unit 12 stores an aircraft motion model in advance.
- the airframe motion model is a mathematical model that expresses the motion of the aircraft that is obtained when designing the aircraft to which the control surface failure / damage detection device is applied. It is possible to obtain the state quantity by calculating from the airframe motion model. For this reason, the failure / damage possibility determination unit 12 changes to a desired body posture during flight of the aircraft generated by the aircraft motion model and the flight control system 2 or constantly or periodically during flight of the aircraft.
- the failure / damage possibility determination unit 12 also includes a rudder angle command signal generated by the flight control system 2 for changing or maintaining the attitude of the aircraft during flight or a rudder for confirming failure / damage.
- the actual motion state amount of the aircraft in flight based on the steering angle command signal on which the angle command signal is superimposed is acquired from the sensor information acquisition unit 6 as sensor information.
- the failure / damage possibility determination unit 12 determines whether or not the steering angle command signal for changing / maintaining the aircraft attitude output from the flight control system 2 or the Sensor information when the control surface 3 is driven according to the steering angle command signal on which the steering angle command signal for damage confirmation is superimposed is acquired from the sensor information acquisition unit 6. Then, the calculated motion state quantity predicted value and the sensor information are compared, and based on the difference between the two, it is determined whether or not there is a possibility that any one of the control surfaces 3 has a failure / damage.
- the detection result is output to the flight control system 2, the display device 16, the steering angle command signal generation unit 5, and the failure / damage possibility determination unit 12. .
- the steering angle command signal generation unit 5 and the failure / damage possibility determination unit 12 accumulate the failure / damage detection result and the aerodynamic coefficient estimation value in preparation for the case where the failure / damage of the control surface 3 progresses. Reflect in failure / damage possibility determination.
- the control surface is reflected by reflecting the already obtained failure / damage detection result and the aerodynamic coefficient estimation value and comparing with the actual motion state amount. Even when the failure / damage 3 has progressed, the progress of the failure / damage can be detected.
- control surface failure / damage detection apparatus according to another modification of the above-described second embodiment.
- the schematic configuration of the control surface failure / damage detection device according to the present modification is substantially the same as FIG. 5 showing the control surface failure / damage detection device according to the modification of the second embodiment described above. Will be described with reference to FIG.
- an optical fiber or an electric wire is provided in the fuselage. Detects control surface abnormality.
- a steering angle command signal for changing or maintaining the aircraft in a desired posture or a rudder for failure / damage confirmation is generated.
- a steering angle command signal on which the angle command signal is superimposed is generated.
- an actual steering angle resulting from driving a control surface provided on the aircraft is obtained, and the aircraft is normal.
- the steering angle prediction value that predicts the steering angle based on the steering angle command signal is calculated.
- the control surface failure / damage detection device in the present modification determines the possibility of damage to the control surface based on the abnormality detection result of the optical fiber, etc. The possibility of a control surface failure is determined based on the predicted angle value.
- control surface failure / damage detection device does not necessarily need to include the failure / damage steering device 5B.
- the other configuration is the same as that of the control surface failure / damage detection device described above, and therefore the description thereof will be omitted, and only different points will be described below.
- an optical fiber or an electric wire for detecting distortion or damage of the fuselage is laid on the surface layer or the surface layer of the aircraft (not shown).
- This optical fiber or electric wire changes the amount of transmitted light or resistance when distortion occurs in the fuselage, and the optical or electrical continuity is lost when the fuselage is damaged. Therefore, detection that detects abnormalities based on the amount of transmitted light or resistance. Connected to the sensor.
- the failure / damage possibility determination unit 12 is connected to the sensor information acquisition unit 6, the steering angle command signal generation unit 5, the aerodynamic coefficient estimated value determination unit 8, the flight control system 2, and the control surface failure / damage detection unit 15. Various kinds of information can be exchanged with.
- a control surface drive model is stored in advance.
- the control surface drive model is a mathematical model of the control surface drive system including the actuator system obtained at the time of designing the aircraft to which the control surface failure / damage detection device is applied, and the control surface is normal. In this case, it is possible to obtain the rudder angle obtained by driving the rudder surface based on the rudder angle command signal from the control surface driving model.
- the failure / damage possibility determination unit 12 always converts the control surface drive model and the rudder angle command signal for changing or maintaining the desired body posture during the flight of the aircraft or the From the steering angle command signal on which the steering angle command signal for damage confirmation is superimposed, a steering angle prediction value that predicts the steering angle when the aircraft is assumed to be normal is calculated.
- the failure / damage possibility determination unit 12 also includes a rudder angle command signal for changing / maintaining the aircraft attitude during flight of the aircraft, or a rudder angle command in which a rudder angle command signal for failure / damage confirmation is superimposed. Based on the signal, the actual rudder angle of the aircraft in flight is acquired from the sensor information acquisition unit 6 as sensor information.
- the failure / damage possibility determination unit 12 receives the detection result from the detection sensor and determines the possibility of damage to the control surface. That is, when the detection result obtained from the detection sensor is abnormal, it is determined that there is a possibility that the control surface is damaged, and when it is normal, it is determined that there is no possibility that the control surface is damaged. .
- the failure / damage possibility determination unit 12 superimposes a rudder angle command signal for changing / maintaining the body posture output from the flight control system 2 or a rudder angle command signal for confirming failure / damage on the rudder angle command signal.
- An input of the angle command signal is received, and the steering angle when the control surface 3 is driven according to the steering angle command signal is acquired from the sensor information acquisition unit 6.
- the calculated rudder angle predicted value is compared with the rudder angle, and based on the difference between the two, it is determined whether or not there is a possibility that a failure has occurred in any one of the rudder surfaces 3.
- the failure / damage possibility determination unit 12 receives an input of a steering angle command signal for aerodynamic coefficient estimation from the aerodynamic coefficient estimation steering 5A.
- the steering angle command signal for receiving the aerodynamic coefficient is output to the flight control system 2, the aerodynamic coefficient is estimated by the aerodynamic coefficient estimation device 10, and the control surface failure / damage detection unit 15 detects the failure / damage of the control surface 3. Is done.
- the detection result is output to the flight control system 2, the display device 16, the steering angle command signal generation unit 5, and the failure / damage possibility determination unit 12. .
- the steering angle command signal generation unit 5 and the failure / damage possibility determination unit 12 accumulate the failure / damage detection result and the aerodynamic coefficient estimation value in preparation for the case where the failure / damage of the control surface 3 progresses. This is reflected in the possibility of failure / damage.
- the possibility of damage to the control surface is determined based on the abnormality detection result obtained from the optical fiber or the electric wire, and the steering angle prediction when it is assumed that the actual rudder angle in flight and the aircraft are normal
- the control surface failure always occurs while minimizing unnecessary movements such as unnecessary shaking of the fuselage and reducing the burden on the passenger. ⁇ It is possible to accurately detect failure / damage of the control surface by monitoring damage.
- the possibility of failure / damage it is possible to determine the possibility based on the comparison between the predicted value of the motion state based on the airframe motion model and the actual motion state amount, as well as the abnormality detection result obtained from the optical fiber or the electric wire and the rudder.
- the steering angle command for failure / damage confirmation output from the above-described failure / damage confirmation steering wheel 5B.
- the possibility determination based on the amount of motion state according to the signal may be performed.
- the control surface failure / damage detection device can be realized by, for example, a configuration as shown in FIG. More specifically, the failure / damage possibility determination logic unit 17 stores the information related to the possibility determination based on the comparison result between the predicted motion state amount based on the airframe motion model and the actual motion state amount, An arithmetic unit 17B storing information related to possibility determination based on an abnormality detection result obtained from a fiber or an electric wire and a comparison result between a steering angle predicted value based on a control surface driving model and an actual steering angle, and for failure / damage confirmation A computing unit 17C that stores information related to the possibility determination based on the motion state quantity according to the steering angle command signal is provided.
- connection between the failure / damage possibility determination logic unit 17 and the changeover switch 14 is switched so as to perform the possibility determination based on any method, and the desired possibility determination is executed. After that, it is possible to sequentially switch to perform possibility determination by combining two or three methods, such as performing possibility determination by other methods as appropriate.
- Aerodynamic coefficient estimation apparatus 1 Aerodynamic coefficient estimation apparatus 2 Flight control system 3 Control surface 4 Sensor 5 Steering angle command signal generation part (steering angle command signal generation means) 6 Sensor information acquisition unit (exercise state quantity acquisition unit) 7 Candidate value calculator (candidate value calculator) 8 Aerodynamic coefficient estimated value determining unit (Aerodynamic coefficient estimated value determining means) 10 Aerodynamic coefficient estimation device 11 Control surface failure / damage detection device 12 Failure / damage possibility determination unit (failure / damage possibility determination means) 13 changeover switch 14 changeover switch 15 Control surface failure / damage detector (control surface failure / damage detection means) 16 Display device 17 Failure / damage possibility determination logic unit 17A, 17B, 17C
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Abstract
Description
例えば、特許文献1(特開2003-175896号公報)には、逐次最小二乗法を用いて推定した空力係数に対して、ニューラルネットワーク法により更に演算を行うことで最終的に空力係数を算出し、この空力係数に基づいて舵面の故障等をソフトウェア的に検出する舵面の故障・損傷検出装置が開示されている。
この他、機体に光ファイバや電線を敷設してハードウェア的に直接、舵面の損傷を検出する方法も考えられる。
本発明は、機体の空力特性を示す空力係数を推定するための舵角指令信号を生成する舵角指令信号生成手段と、前記舵角指令信号に基づいて前記機体に設けられた舵面が駆動したことに起因する前記機体の運動状態量を取得する運動状態量取得手段と、前記運動状態量から、異なる2以上の推定手法を用いて夫々前記空力係数を推定するための候補値を算出する候補値算出手段と、各前記候補値に基づいて、空力係数推定値を決定する空力係数推定値決定手段とを備えた空力係数推定装置を提供する。
本発明の第1の態様に係る空力係数推定装置によれば、異なる手法により演算された各候補値から、それらの平均値又は中間値を空力係数推定値として決定するので、空力係数推定値を演算する際の冗長化を図ることができ、信頼性の高い空力係数を演算することができる。
本発明の第4の態様に係る舵面故障・損傷検出装置によれば、機体の正常時における空力係数推定値と以前に算出された空力係数値を順次記憶しておき、舵面の故障・損傷検出を行う際に、これらと比較することで舵面の故障・損傷が進展するような場合にも正確に舵面の故障・損傷を検出することができる。
以下に、本発明の第1の実施形態に係る空力係数推定装置について、図面を参照して説明する。
図1は、第1の実施形態に係る空力係数推定装置の概略構成を示したブロック図である。空力係数推定装置1は、航空機の空力特性を示す空力係数を推定するものであり、図1に示すように航空機に適用され、航空機の機体を制御するフライトコントロールシステム2、機体の姿勢を制御するための空気力を発生させる舵面3及び機体の運動状態量を検知するセンサ4と接続される。
舵面3は、機首を上げたり下げたりする昇降舵(エレベータ)、機首の向きを左右に変える方向舵(ラダー)、機体を左右に傾ける補助翼(エルロン)、主翼の翼型を修正して揚力を増大させる高揚力装置(フラップ)等を含み、舵面3は、後述する舵角指令信号に従ってフライトコントロールシステムを介して図示しないアクチュエータシステムにより駆動される。舵面3が駆動することで、機体の姿勢が空力的な力によって制御される。
センサ4は、エアデータセンサ、慣性センサ、舵角センサ等の各種センサを含み、機体の迎角、横滑り角、対気速度、角速度、姿勢角、舵角等の機体の運動状態に関する様々な運動状態量に係るセンサ情報を取得して、取得したセンサ情報をセンサ情報取得部6に出力する。
センサ情報取得部6は、舵角指令信号に従って舵面3が駆動したことによる機体の運動状態量をセンサ4を介して取得し、後述する候補値算出部7に出力する。
図2のステップS11では、舵角指令信号生成部5により、空力係数を推定するために機体にある程度の運動が生じるように舵面3が駆動するような舵角指令信号を生成し、フライトコントロールシステム2に出力し、次のステップS12に進む。ステップS12において、フライトコントロールシステム2では、所望の機体姿勢へ変更或いは維持するための舵角指令信号を生成し、これに対し舵角指令信号生成部5が生成した舵角指令信号を重畳した舵角指令信号を図示しないアクチュエータシステムに出力し、アクチュエータシステムにより舵面3を舵角指令信号に従って駆動する。
以下に、本発明の第2の実施形態に係る舵面故障・損傷検出装置について、図面を参照して説明する。
図3は、第2の実施形態に係る舵面故障・損傷検出装置の概略構成を示したブロック図である。舵面故障・損傷検出装置11は、航空機に設けられた舵面3の故障・損傷を検知するものであり、舵面が舵角指令値に追従しなくなる又は動かなくなる(固着する)などの故障や、舵面の一部が欠損又は全てがなくなる等の損傷を検知する。このため、舵面故障・損傷検出装置11は、図3に示すように空力係数推定装置10の他、故障・損傷可能性判定部12及び舵面故障・損傷検出部15を備えている。また舵面故障・損傷検出装置11は、航空機に適用され、航空機の機体を制御するフライトコントロールシステム2、機体の運動状態量を検知するセンサ4及び航空機の操縦室等に設けられた表示装置16と接続されている。
航空機が正常に飛行している場合において、切替スイッチ14は故障・損傷確認用操舵器5Bと故障・損傷可能性判定部12とを接続しており、常時又は定期的に故障・損傷の可能性を判定するようになっている。従って、図4のステップS21において、舵角指令信号生成部5は、常時又は定期的に、故障・損傷確認用の舵角指令信号(Tkern)を生成し、故障・損傷可能性判定部12に出力する。故障・損傷確認用の舵角指令信号は、故障・損傷可能性判定部12を介してフライトコントロールシステム2に出力され、次のステップS22において、フライトコントロールステム2が生成する所望の機体姿勢へ変更或いは維持するための舵角指令信号へ重畳され、この舵角指令信号に基づいて図示しないアクチュエータシステムによって舵面3が駆動される。
以下に、上記した第2の実施形態の変形例に係る舵面故障・損傷検出装置について、図5を参照して説明する。
図5は、本変形例に係る舵面故障・損傷検出装置の概略構成を示したブロック図である。本変形例の舵面故障・損傷検出装置が上述した第2の実施形態に係る舵面故障・損傷検出装置と異なる点は、故障・損傷確認用の舵角指令信号の出力の有無に関わらず、機体が正常であると仮定した場合の運動状態量を予測した運動状態量予測値を演算し、この運動状態量予測値と実際の機体の運動状態量とに基づいて故障・損傷の可能性判定を行う点である。従って、舵面故障・損傷検出装置は必ずしも故障・損傷確認用操舵器5Bを備える必要はない。その他の構成については、上述した舵面故障・損傷検出装置と同様の構成であるので、その説明を省略し、以下、異なる点についてのみ説明する。
以下に、上記した第2の実施形態の他の変形例に係る舵面故障・損傷検出装置について説明する。なお、本変形例に係る舵面故障・損傷検出装置の概略構成は、上述した第2の実施形態の変形例に係る舵面故障・損傷検出装置を示す図5と略共通するため、図5を参照しつつ説明する。
本変形例の舵面故障・損傷検出装置が上述した第2の実施形態に係る舵面故障・損傷検出装置との相違点として、第1に、機体に光ファイバ又は電線が設けられ、これらにより舵面の異常を検知する。また、第2に、故障・損傷確認用の舵角指令信号の出力の有無に関わらず、機体を所望の姿勢に変更或いは維持するための舵角指令信号又はこれに故障・損傷確認用の舵角指令信号を重畳した舵角指令信号を生成し、この舵角指令信号に基づいて機体に設けられた舵面が駆動したことに起因する実際の舵角を取得すると共に、機体が正常であると仮定した場合の舵角指令信号に基づく舵角を予測した舵角予測値を演算する。そして、これらの相違点に基づき、本変形例における舵面故障・損傷検出装置では、光ファイバ等の異常検知結果に基づいて舵面の損傷の可能性を判定すると共に、実際の舵角と舵角予測値とに基づいて舵面の故障の可能性を判定する。従って、舵面故障・損傷検出装置は必ずしも故障・損傷用操舵器5Bを備える必要はない。その他の構成については、上述した舵面故障・損傷検出装置と同様の構成であるので、その説明を省略し、以下、異なる点についてのみ説明する。
即ち、両者の差が、予め定めた閾値を超えている場合には、舵面3の何れかに故障が生じている可能性があると判定し、閾値を超えない場合には、舵面3の何れかに故障が生じている可能性がないと判定する。
2 フライトコントロールシステム
3 舵面
4 センサ
5 舵角指令信号生成部(舵角指令信号生成手段)
6 センサ情報取得部(運動状態量取得部)
7 候補値算出部(候補値算出手段)
8 空力係数推定値決定部(空力係数推定値決定手段)
10 空力係数推定装置
11 舵面故障・損傷検出装置
12 故障・損傷可能性判定部(故障・損傷可能性判定手段)
13 切替スイッチ
14 切替スイッチ
15 舵面故障・損傷検出部(舵面故障・損傷検出手段)
16 表示装置
17 故障・損傷可能性判定ロジック部
17A,17B,17C 演算器
Claims (8)
- 機体の空力特性を示す空力係数を推定するための舵角指令信号を生成する舵角指令信号生成手段と、
前記舵角指令信号に基づいて前記機体に設けられた舵面が駆動したことに起因する前記機体の運動状態量を取得する運動状態量取得手段と、
前記運動状態量から、異なる2以上の推定手法を用いて夫々前記空力係数を推定するための候補値を算出する候補値算出手段と、
各前記候補値に基づいて、空力係数推定値を決定する空力係数推定値決定手段と
を備えた空力係数推定装置。 - 前記空力係数推定値決定手段が、各前記候補値の平均値又は中間値を空力係数推定値として決定する請求項1記載の空力係数推定装置。
- 前記空力係数推定値決定手段が、各前記候補値に基づいて夫々演算された運動状態量の再現値のうち、前記運動状態量に最も一致する前記再現値に対応した前記候補値を空力係数推定値として決定する請求項1記載の空力係数推定装置。
- 舵面の故障・損傷の可能性を判定する故障・損傷可能性判定手段と、
請求項1乃至請求項3の何れかに記載の空力係数推定装置と、
前記故障・損傷可能性判定手段により舵面に故障・損傷が生じている可能性があると判定された場合に、前記空力係数推定装置により推定された空力係数推定値に基づいて、何れの舵面が故障・損傷しているかを検出する舵面故障・損傷検出手段と
を備えた舵面故障・損傷検出装置。 - 前記故障・損傷可能性判定手段が、
機体に運動が生じないように舵面を駆動するための舵角指令信号を生成する他の舵角指令生成信号と、
前記舵角指令信号に基づいて前記機体に設けられた舵面が駆動したことに起因する前記機体の運動状態量を取得する他の運動状態量取得手段と
を備え、
前記運動状態量に基づいて舵面の故障・損傷の可能性を判定する請求項4記載の舵面故障・損傷検出装置。 - 前記故障・損傷可能性判定手段が、
所望の機体姿勢へ変更或いは維持するための舵角指令信号を生成する更に他の舵角指令信号生成手段と、
前記舵角指令信号に基づいて飛行中の機体の運動状態量を取得する更に他の運動状態量取得手段と、
前記機体が正常であると仮定した場合の運動状態量を予測した運動状態量予測値を演算する運動状態量予測手段と
を備え、
前記運動状態量と前記運動状態量予測値とに基づいて舵面の故障・損傷の可能性を判定する請求項4記載の舵面故障・損傷検出装置。 - 機体に敷設された光ファイバ又は電線と、
前記光ファイバ又は電線の異常を検知する検知手段とを備えると共に、
前記故障・損傷可能性判定手段が、
前記機体を所望の姿勢に変更・維持するための舵角指令信号を生成する更に他の舵角指令信号生成手段と、
前記舵角指令信号に基づいて前記機体に設けられた舵面が駆動したことに起因する舵角を取得する舵角取得手段と、
前記機体が正常であると仮定した場合の前記舵角指令信号に基づく舵角を予測した舵角予測値を演算する舵角予測手段とを備え、
前記検知手段の検知結果に基づいて舵面の損傷の可能性を判定すると共に、前記舵角と前記舵角予測値とに基づいて舵面の故障の可能性を判定する請求項4記載の舵面故障・損傷検出装置。 - 前記舵面故障・損傷検出手段が、
前記空力係数推定値と、機体の正常時における空力係数推定値又は前回故障・損傷検出を行った際の空力係数推定値とを比較することにより舵面の故障・損傷を検出する請求項4乃至請求項7の何れか1項記載の舵面故障・損傷検出装置。
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EP11756348.6A EP2548799B1 (en) | 2010-03-18 | 2011-03-16 | Aerodynamic coefficient estimation device and control surface failure/damage detection device |
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CN201180008999.9A CN102753435B (zh) | 2010-03-18 | 2011-03-16 | 空气动力系数推定装置及使用其的操纵面故障及损伤检测装置 |
BR112012020284A BR112012020284A2 (pt) | 2010-03-18 | 2011-03-16 | dispositivo de avaliação de coeficiente aerodinâmico e dispositivo de deteção de falha/danificação de superfície de controle |
CA2788536A CA2788536C (en) | 2010-03-18 | 2011-03-16 | Aerodynamic coefficient estimation device and control surface failure/damage detection device |
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US8954208B2 (en) | 2015-02-10 |
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EP2548799B1 (en) | 2019-08-14 |
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CA2788536A1 (en) | 2011-09-22 |
BR112012020284A2 (pt) | 2016-05-03 |
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