JPH0735640A - Apparatus for detecting/testing right and left balance of controlling system for boundary layer - Google Patents

Abstract

PURPOSE:To prevent malfunction in flying characteristics during flying by correcting/balancing the difference of the wind velocity between right and left flaps by a ground test. CONSTITUTION:Pitot tubes 3 are attached to all of the measuring points at the right and left flaps 8 and connected to silicone tubes 4. A signal of a pressure sensor is passed through a filter. Moreover, signals from an inclining angle sensor 5 and a tacho-generator connecting circuit 6 are obtained. The signals are converted to values of the wind velocity, steering angle of flaps and rotation speed of engines.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a measuring / testing device for predicting flight characteristics of a boundary layer control system for an aircraft based on the left-right balance amount on the ground.

[0002]

2. Description of the Related Art In order to predict flight characteristics by a ground measurement test rather than an actual flight, in the ground measurement test of the boundary layer control system, as shown in FIG. 5, the boundary layer control is performed on the upper surface of the flap 8 of the aircraft. The wind is blown from the duct 7, and the speed of the wind is measured by the pitot tube 3 and the anemometer 10 attached to the end of the flap 8. In this case, the measurer moves one Pitot tube 3 at the end of the flap 8 as shown in FIG. Is read and recorded.
Further, the measurement conditions at this time are only measured under the conditions of constant engine speed (for example, 95%) and constant flap steering angle (for example, Land position (position at landing)).

[0003]

In the above-mentioned prior art, since the measurement is sequentially performed by the movement of the pitot tube 3,
Simultaneous measurement on the left and right is not possible, and the wind blown out from the boundary layer control duct 7 is turbulent. Even if the engine speed and the flap steering angle are constant, the basic flow velocity will be about 1 to 3 Hz with time.
There is a cycle change of about ± 10 knot depending on the degree (depending on the model). Therefore, in the conventional method, due to the deviation of the measurement time at each measurement point and the cycle change of the flow velocity,
There is a high possibility that a large error will occur in the left-right speed difference. Also,
In this way, because simultaneous left and right measurements could not be performed, the method using a future anemometer may be used during flight in the process of changing the flap rudder angle, which frequently causes roll defects of the airframe, and in the process of changing engine speed. It was impossible to measure the difference between left and right simultaneously and compare them.

In the analysis method, the left and right average speeds at each measurement point are calculated and the left and right differences are compared. The inside and outside of each measurement point in the lateral direction of the flap end is the body. The same weight was applied to each roll, and the influence of the distance from the center of the fuselage at each measurement point on the buoyancy of the fuselage was not considered. actually,
The farther away from the center of the aircraft, the greater the effect on the buoyancy of the aircraft. That is, the outer speed difference has a greater effect on the roll of the aircraft in the sky. In addition, in the height direction, two points were measured, but it was analyzed for each height direction, and the effect on the machine roll in each height direction was not clear, and each height was measured. It was not possible to evaluate when the result of the separate analysis showed a result showing imbalance in the opposite direction. Therefore, this analysis method has not been able to accurately determine the left-right imbalance during flight.

Further, the wind blown out from the boundary layer control duct is a turbulent flow and in addition to the change in the basic flow velocity, the change in the high frequency flow velocity causes
It is difficult for a measurer to read the pointer of the instrument, and the measurement accuracy required for roll prediction based on the difference in the air velocity of the boundary layer control blowout air (usually a few knot to 10 kno with a jet machine)
(about t or less) is insufficient. The actual wind speed was accompanied by pulsation of 2 to 3 times, and the pointer of the anemometer vibrated in the range of ± 10 knot or more.

In view of the above problems, the present invention enables simultaneous measurement even when the engine speed or the flap steering angle changes, weights the distance from the airframe center, and obtains the necessary measurement accuracy. The purpose is to provide a left / right balance measurement / testing device for the boundary layer control system.

[0007]

SUMMARY OF THE INVENTION To achieve the above object, the present invention is directed to a pitot tube for sensing the pressure of wind blown from a boundary layer control duct of an aircraft at a required position on the left and right sides of an aircraft, and a silicon tube. A pressure sensor and a subsequent filter connected to each other, a tilt angle sensor for sensing the flap rudder angle value of the aircraft, a sensing unit having a tachogenerator connection circuit for sensing the engine speed of the aircraft, and from this sensing unit A signal processing unit that amplifies, voltage converts, or digitally converts the signal of, and data that predicts the correlation with flight characteristics by converting the data from this signal processing unit into wind speed value, flap steering angle value, engine speed And a data processing / analyzing unit for performing analysis.

[0008]

[Function] Pitot tubes are provided at all flap measurement points, and this pitot tube pressure can be measured simultaneously. This measurement also allows boundary layer control left-right difference even under conditions when the flap steering angle changes and engine speed changes. Can be measured. In addition, by weighting at the measurement points and also in the left-right direction or the height direction, the effect on the buoyancy of the airframe was made practical. Furthermore, by connecting a silicon tube between the Pitot tube and the pressure sensor, and by arranging a low-pass filter in the subsequent stage, the pulsating flow component is attenuated to some extent in the silicon tube and the low-frequency region gain required for measurement is flattened. By doing so, the pressure sensor in the optimum range can be selected, and the high-frequency component is cut by the low-pass filter on the output side of the pressure sensor.

[0009]

EXAMPLES Examples of the present invention will now be described with reference to FIGS. In FIG. 1, a boundary layer control duct 7 is provided on an upper surface of a flap 8 of an aircraft fuselage,
Pitot tubes 3 are provided at a plurality of measurement points at the end of the. In this case, the pitot tube 3 is installed in the entire flap end at intervals of 20 cm or less in the lateral arrangement as shown in FIG. 2, and the height direction is 2.5 cm and 7.5 cm as shown in FIG. 2 (b). 2 points. That is, the flow (strength / amount) of the entire boundary surface laminar flow on the flap surface can be evaluated at about 20 to 30 points on the entire surface. And, in order to be able to measure the engine speed change process, the pitot tubes 3 are arranged in a row in a dozen places (aerodynamic distribution according to the airframe shape), and in two columns (on the flap surface) in a wind force distribution due to the Coanda effect. ) Are arranged in a matrix.

An inclination angle sensor 5 is used to measure the rudder angle of the flap 8. The inclination angle sensor 5 is installed on a pitot tube attachment jig at the end of the flap 8. Further, the engine speed is adapted to take in a signal of the machine (tacho generator output frequency), and the tacho generator connection circuit 6 is derived from the machine.

A silicon tube 4 connects the pitot tube 3 to the pressure sensor 2a of the interface box 2 (see FIG. 3). This silicon tube 4 has, for example, an inner diameter of 1 to 2 mm and a length of 3 m, and a pulsating flow component of wind pressure is attenuated to some extent to flatten a low frequency region gain required for measurement, so that a pressure sensor in an optimum range can be selected. It was done like this. That is, the Pitot tube 3
The wind pressure taken in from has a high peak value including a frequency of 0 to several hundred Hz or more due to turbulence, and this wind pressure is low (20
The range of the pressure sensor, the allowable overpressure, and the response characteristic of the conduit are the decisive factors for highly accurate measurement (error of about 1% or less) from the range of ~ 30 knot) to the high speed (more than 200 knot). Taking advantage of the remarkable change in the transfer characteristics of the diameter and length, the flight (roll)
By adopting a thin silicon tube that provides a response and transfer gain that does not affect the characteristics and attenuates higher frequency components, it is possible to apply a pressure sensor in the optimum range with low allowable overpressure and correct the change in transfer pipe gain. Since it is unnecessary, the accuracy can be guaranteed at a low cost. Moreover, the pressure sensor 2 shown in FIG. 3 of the interface box 2 to which the silicon tube 4 is connected.
The low-pass filter 2b in the latter part of a cuts the high-frequency component of the pulsating flow through 3 to 5 Hz, and can extract only the component that affects the response characteristic of the aircraft rolling during flight.

The measuring device body 1 to which the interface box 2, which is connected to each pitot tube 3 via the silicon tube 4, the inclination angle sensor 5, and the tacho-generator connection circuit 6 are connected, has amplifiers 1c and F as shown in FIG. / V converter 1d, A / D converter 1 which is a digital conversion unit
b, a CPU, a printer, a hard disk, a CRT and the like. Then, the signals of all the Pitot tubes 3 of the left and right flaps 8, the inclination angle sensor 5,
Each signal of the airframe tacho generator circuit 9 is supplied to the amplifier 1c,
The signal is input to the F / V converter 1d and converted into a signal. A
After the digital conversion by the / D converter 1b, the data processing analysis unit 1a instantaneously takes in the pitot pressure at several tens of places on the left and right by computer control, and the flap steering angle change amount,
The engine speed change amount is measured and captured at the same time.
In this case, data acquisition is performed by high-speed simultaneous sampling. At this time, the sampling rate is 20-per channel
It was set to 100 times / sec.

In the computer analysis, the signal from the pitot tube 3 is weighted, and the distance from each body center of each measurement point of the pitot tube is used as a coefficient, and this coefficient is added to each speed value. Then, the left-right difference of the total of the integrated values is calculated and compared. Also in the height direction of the flap end, the point with the highest speed value in the speed distribution in the height direction (about 2-3 cm in height from the flap surface (2.5 cm in Fig. 2)), about 75% of the speed value Point (height about 7-8cm from the flap surface (7.5 in Fig. 2
cm)), and the effect on the roll characteristics of each machine is weighted 1: 1 to calculate the overall left-right balance. After the measurement is completed, each data is converted into a wind speed value, a flap rudder angle value, and an engine speed by the data processing analysis unit 1a, and the wind speed value of each measurement point under each condition x the total distance from the airframe center is calculated. The left-right difference is displayed on the CRT. Also, output to a printer is possible. The operator carries out the measurement / analysis work by key input on the keyboard according to the instruction displayed on the CRT.

To explain the operation, when the power of the apparatus is turned on, the program automatically starts up and displays the menu screen. The operator can select a menu for measurement or analysis. The software configuration is roughly divided into two, measurement and analysis. In the measurement related module, the sampling speed, the cutoff frequency of the filter, the data acquisition time are set, and the sampling of wind pressure, angle, and rotation speed is performed. Get data into memory. On the other hand, the analysis-related module analyzes the data stored in the memory as a flap steering angle change, a left / right difference with respect to an engine speed change, and a left / right difference when both the flap rudder angle and the engine speed are constant, and displays them on the CRT. Here, FIG.
The flow of the analysis processing program will be explained.
In File Open A, a file of measurement data to be analyzed is opened. In the data read B, data is read one by one from this opened file. This data includes not only wind pressure data but also angle and rotation speed data. Therefore, depending on the measurement conditions when measuring the data file to be analyzed (flap rudder angle change process, engine revolution speed change process, flap rudder angle, engine revolution speed are constant), the angle or revolution speed data may also be the angle / revolution speed. In the data processing C, the flap steering angle and the engine speed are converted. When the data is the wind pressure, the wind pressure value is converted into the wind speed value in the wind pressure data processing D. This conversion is V = [2
^{P / {(1+ (M 2} /4) g] by ^1/2 of formula. Where V is determined wind speed, P is air pressure, g is the air density, M is the Mach factor. Furthermore, measurement of the time data The points add up the coefficient of the distance from the center of the machine, and each data becomes a value with a weight.When the reading of data for each measurement point is completed once, the weight of each measurement point is given with the analysis output E. The wind speed values are averaged for each left and right, and the difference is calculated, and this difference is plotted on the CRT left / right difference graph format (horizontal axis is flap steering angle or engine speed or time, vertical axis is left / right difference). Along with this, a pass / fail judgment is made as to whether the left / right difference is within the prescribed range, and this is repeated until all the data is read from the filter.

In this way, the Pitot pressure is converted into a signal by the pressure sensor, and tens of points on the left and right sides are randomly captured by computer control, so that it is possible to perform measurement with no error due to time lag and a correlation with the sky. In addition, this makes it possible to measure the left-right difference in boundary layer control under the conditions of changing the flap steering angle, which tends to cause frequent roll failures during flight, and changing engine speed. In particular, this measurement shows that the flap rudder angle is "Take
"Off" position (position at takeoff) to "Lan
In the process of changing to the "d" position, after changing to the "Land" position, the process of changing the engine speed in the "Land" position from "95%" to "IDLE", and after changing to "IDLE" Under all of these conditions, it is possible to prevent a sudden roll failure of the airframe that occurs due to the left-right imbalance of the air blown from the boundary layer control duct 7. In the end, a large amount of data that is captured during measurement is also read by the computer. Automatic analysis / judgment can be performed.This analysis converts the output voltage from each sensor into wind speed value, flap rudder angle value, engine speed, calculates flap rudder angle value and left / right difference with respect to engine speed change, and displays the graph. In addition, considering the responsiveness of the aircraft's roll to turbulence changes, the pulsating component of the wind that does not affect the aircraft's reaction is considered. Information, the wind speed signal subjected to the treatment to enable accurate automatic measurement of the left-right difference that matches the aircraft roll characteristics by incorporating the measurement data to the computer.

[0016]

As described above, in the present invention,
Simultaneous measurement is possible when the engine speed changes or the flap steering angle changes, the measurement points based on the center of the aircraft are weighted, and the pulsating flow that does not affect the aircraft response can be eliminated to improve the measurement and flight test. It is possible to determine the roll amount and direction of the airframe when the boundary layer control system is operating, which was only confirmed by the ground measurement test.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an embodiment of a measurement test device.

FIG. 2 is a layout view of a Pitot tube.

FIG. 3 is a block diagram.

FIG. 4 is an analysis program flowchart.

FIG. 5 is a configuration diagram of a conventional example.

[Explanation of symbols]

 1 Measuring Device Main Body 1a Data Processing / Analyzing Section 1b A / D Converter 1c Amplifier 1d F / V Converter 2 Interface Box 2a Pressure Sensor 2b Filter 3 Pitot Tube 4 Silicon Tube 5 Tilt Angle Sensor 6 Tacho Generator Connection Circuit 7 Boundary Layer Control Duct 8 flaps

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasuo Kamimae 10 Oe-cho, Minato-ku, Nagoya-shi, Aichi Mitsubishi Heavy Industries, Ltd. Nagoya Aerospace Systems Works (72) Inventor Katsuyuki Ota Oe-cho, Minato-ku, Aichi No. 10 Mitsubishi Heavy Industries, Ltd., Nagoya Aerospace Systems Works

Claims (1)

[Claims] 1. A pitot tube for sensing the pressure of wind blown out from a boundary layer control duct of an aircraft at required locations on the left and right sides of the airframe, a pressure sensor connected to this with a silicon tube, and a filter in the subsequent stage, A tilt angle sensor that senses the flap rudder angle value, a sensing unit that has a tacho-generator connection circuit for sensing the engine speed of the aircraft, and amplifies, voltage-converts, or digital-converts the signal from this sensing unit. A boundary layer having a signal processing unit and a data processing / analyzing unit for converting data from the signal processing unit into a wind speed value, a flap steering angle value, an engine speed and performing a data analysis for predicting a correlation with flight characteristics. Control system Left-right balance measurement test equipment.