WO2015179905A1 - Procédés et systèmes permettant d'atténuer les effets des turbulences sur un aéronef - Google Patents

Procédés et systèmes permettant d'atténuer les effets des turbulences sur un aéronef Download PDF

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Publication number
WO2015179905A1
WO2015179905A1 PCT/AU2015/000326 AU2015000326W WO2015179905A1 WO 2015179905 A1 WO2015179905 A1 WO 2015179905A1 AU 2015000326 W AU2015000326 W AU 2015000326W WO 2015179905 A1 WO2015179905 A1 WO 2015179905A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
turbulence
effects
attenuating
sensor
Prior art date
Application number
PCT/AU2015/000326
Other languages
English (en)
Inventor
Abdulghani MOHAMED
Simon Watkins
Reece Alexander CLOTHIER
Original Assignee
Rmit University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2014902070A external-priority patent/AU2014902070A0/en
Application filed by Rmit University filed Critical Rmit University
Publication of WO2015179905A1 publication Critical patent/WO2015179905A1/fr

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Classifications

    • 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
    • G05D1/04—Control of altitude or depth
    • G05D1/06—Rate of change of altitude or depth
    • G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
    • G05D1/0615—Rate of change of altitude or depth specially adapted for aircraft to counteract a perturbation, e.g. gust of wind
    • G05D1/0623—Rate of change of altitude or depth specially adapted for aircraft to counteract a perturbation, e.g. gust of wind by acting on the pitch
    • 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
    • B64C13/02—Initiating means
    • B64C13/16—Initiating means actuated automatically, e.g. responsive to gust detectors
    • 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
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0202—Control of position or course in two dimensions specially adapted to aircraft
    • G05D1/0204—Control of position or course in two dimensions specially adapted to aircraft to counteract a sudden perturbation, e.g. cross-wind, gust

Definitions

  • the present invention relates generally to methods and systems for attenuating the effects of turbulence on aircraft.
  • Turbulence can impose various detrimental effects on aircraft.
  • turbulence can cause random large accelerations of the aircraft. These turbulent events may increase dynamic loading thus leading to shorter airframe life due to fatigue; degrade performance of on-board avionics and payload sensors; induce attitude and flight path deviations; and induce changes in altitude resulting in a risk of collision with other aircraft or obstacles during critical manoeuvres such as landing.
  • turbulence can also displace objects or passengers causing sensations of discomfort and a risk of injury to passengers and crew.
  • turbulence there are four main types of turbulence which can cause problems for aircraft: clear air turbulence, convective turbulence, wake turbulence and atmospheric boundary layer turbulence.
  • Clear air turbulence typically results from wind shear and is non-convective. This turbulence type occurs at high altitude close to jet streams.
  • Convective turbulence occurs inside or close to clouds. In particular, severe turbulence may occur in storm clouds, in which rapid vertical currents in opposite directions may coexist.
  • Wake turbulence is created by the passage of an aircraft or the interactions between the wind and buildings and other obstructions in low altitude environments.
  • Atmospheric boundary layer (ABL) turbulence can arise from thermal effects generated from the solar heat coming off the ground coming into contact with cooler air that is higher up from the ground and can exist in relatively low wind conditions. Turbulence from thermal effects is particularly manifest for low altitude aircraft on landing approach in hot environments. ABL turbulence can also arise from the mechanical mixing of the roughness elements on the surface of the Earth (eg vegetation, naturally occurring topographical roughness or man-made roughness such as buildings) and is usually prevalent under higher winds. [0004] Turbulence poses a particular challenge to the attitude stability of micro air vehicles (MAVs) due to their relatively small size. Since MAVs tend to operate in low altitude environments they are particularly subject to wake and both types of ABL turbulence.
  • MAVs micro air vehicles
  • Active approaches to mitigating the effects of turbulence involve electronic systems that sense the effects of the perturbation on aircraft movement by measuring accelerations and sometimes angular rates. Active approaches typically either warn the aircraft operator or pilot, (for example, windshear warning systems used in large passenger aircraft), or attempt to actively suppress perturbations by actuating various flight control surfaces of the aircraft, such as ailerons, flaps, spoilers, slats, elevators, rudders, elevons, etc, to counteract the perturbation.
  • the present invention proposes a method and a sensory system for attenuating the effects of turbulence and/or other flow perturbations experienced by aircraft more effectively than known prior art methods and devices.
  • a method for attenuating the effects of turbulence on an aircraft including the following steps: providing at least one sensor on or forward of a leading surface of the aircraft; sensing a flow disturbance caused by turbulence approaching the leading surface to generate sensed input; transmitting the sensed input to a control system; and actuating one or more flight control surfaces to counteract an aircraft perturbation that is anticipated to occur in response to the sensed flow disturbance; wherein the flow disturbance is sensed ahead of the leading surface of the aircraft so that the flow disturbance is detected substantially before the aircraft perturbation is initiated by the flow disturbance.
  • the at least one sensor may sense or extend ahead of the leading surface of the aircraft.
  • the leading surface of the aircraft is a leading edge of at least one wing.
  • At least two sensors are provided with at least one sensor being provided on the leading edge of each wing.
  • the sensors may be placed in a position on the leading edge of the wing which will provide the most significant response to flow disturbances.
  • the flow disturbance is sensed as a variation in angle of attack.
  • the control system is configured to permit independent actuation of the flight control surfaces to control of six degrees of freedom in response to the flow disturbance.
  • a system for attenuating the effects of turbulence on an aircraft including: at least one sensor provided on a leading surface of the aircraft, the at least one sensor configured to sense a flow disturbance caused by turbulence approaching the leading surface to generate sensed input; a control system for receiving the sensed input and actuating one or more flight control surfaces to counteract an aircraft perturbation expected to occur in response to the flow disturbance; wherein the sensors sense the flow disturbance ahead of the leading surface of the aircraft so that the flow disturbance is detected substantially before the aircraft perturbation is initiated.
  • the at least one sensor may comprise a pressure sensor.
  • the pressure sensor is a MEMS based pressure sensor.
  • the at least one sensor comprises a LIDAR sensor or other optically based systems.
  • the sensor may comprise a SODAR sensor.
  • the at least one sensor may be provided on the leading edge of each wing.
  • control system is a remote control system.
  • control system may be an on-board attitude control system.
  • MAV micro aerial vehicle
  • Figure 1 shows a flow chart showing generally the steps of a method embodying the present invention.
  • Figure 2 is a schematic diagram showing advection of a turbulent flow disturbance over a segment of the leading edge of an aircraft wing.
  • Figure 3 is a schematic diagram showing examples of pressure variations caused by variations in the angle of attach of the approaching flow disturbance and the consequential effects on the attitude of the aircraft.
  • Figure 4 is a schematic of a pressure sensor used to sense flow disturbances in accordance with an embodiment of the present invention.
  • Figure 5 is a schematic of a pressure based roll angle tracking controller.
  • FIGS. 6A to 6C show more detailed schematics of an exemplary control architecture using an inertial sensing controller together with a feed-forward sensing controller in accordance with an embodiment of the present invention.
  • Figure 7A is a boxplot showing roll angle displacements for different control architectures.
  • Figure 7B is a boxplot showing roll rate displacements for different control architectures.
  • turbulence is intended to include various types of turbulence including, by way of example, clear air turbulence, convective turbulence, wake turbulence and ABL turbulence together with other flow perturbations that may be experienced by an aircraft during flight.
  • aircraft as used herein, is intended to encompass various flying craft including fixed-wing aircraft, rotary-wing aircraft (including single and multiple rotor), flapping-wing aircraft and other airborne vehicles of various scales.
  • FIG. 1 there is generally shown a series of steps for a method for attenuating the effects of turbulence on an aircraft.
  • at least one sensor is provided on a leading surface of the aircraft.
  • the at least one sensor measures a flow disturbance caused by turbulence approaching the leading surface of the aircraft at step 120, to generate sensed input.
  • the sensed input is transmitted to a control system.
  • the control system actuates a flight control surface or surfaces in order to counteract an aircraft perturbation that is anticipated to occur in response to the sensed flow disturbance.
  • flight control surfaces include ailerons, flaps, spoilers, slats, elevators, rudders, motors and the like.
  • Flow disturbances are sensed ahead of the leading surface of the aircraft to enable the flow disturbance to be detected substantially before the aircraft perturbation is initiated by the flow disturbance. Accordingly, the flight control surfaces can be actuated at or before any change in the attitude of the aircraft which would not be sensed until it occurs by conventional inertial-based attitude control systems. By “substantially before”, it is intended that the flow disturbances are sensed in sufficient time to permit at least some attenuation of the perturbation.
  • the method is based on the premise that by detecting a flow disturbance or gust before a perturbation is initiated, a countering or nullifying response can be induced by the control system to ameliorate the effect of turbulence on the aircraft.
  • the method has the potential to reduce the detrimental effects of turbulence on a wide range of aircraft, and has been demonstrated to significantly improve the in-flight stability of MAVs which are particularly susceptible to turbulence due to their small mass.
  • MAVs are considered to represent a worst-case scenario in terms of their vulnerability to turbulence, due to both their physical design and operational requirements, which require them to operate at altitudes that are significantly lower than larger aircraft.
  • the low altitude range is characterised by a higher density of obstacles and increased levels of turbulence due, at least in part, to mechanical mixing induced by ground roughness.
  • the MAVs small size relative to the turbulence makes attenuating the effects of turbulence on MAVs particularly challenging. Accordingly, it will be understood that if the methods and systems disclosed herein improve the attitude stability of MAVs, then a larger scale system applied to larger aircraft will provide comparable or even improved effects, since larger aircraft are inherently easier to stabilize than MAVs.
  • Sensing ahead of the leading surface of the aircraft can be achieved by physical extension of the sensors, for example in the case of a pressure-based multi- hole sensor probe by or other rapidly responsive velocity sensors such as LiDAR or SODAR, or other optically or acoustically based sensors.
  • Optimal positioning of the sensors on a wing surface involves identifying regions over the wing which result in the highest magnitude of lift fluctuations due to turbulence. Due to the random nature of oncoming turbulence, the relative incidence angle of oncoming flow will generally not impinge the wing at the same incidence angle across the entire wingspan. This variation in flow angle across the span, is recognised as being more detrimental to MAV attitude stability than variations in velocity magnitude. Wing surface pressure fluctuations tend to correlate with the pitch angle of the upstream flow, rather than with yaw flow angle or the overall velocity magnitude.
  • the flow angle variation forward of the entire span of the wing's leading edge is measured and a weighted average of its effects on roll input used as an input to the control system.
  • the sensor is most effectively positioned along the wingspan in a region that has been shown to attain the highest correlation between upstream flow pitch angle (i.e., surface pressure fluctuation) and roll acceleration. Regions in the vicinity of the wing's leading edge have been demonstrated to have the highest correlation with oncoming turbulence.
  • FIG. 2 there is shown a schematic representation of the advection of a turbulent flow disturbance over a segment of the leading edge of a wing.
  • a sensor 210 in the form of a multi-hole pressure probe extends ahead of the leading edge of the wing 220.
  • the sensor 210 measures the transient flow angles and velocity (magnitude and direction) upstream of the wing's leading edge 220.
  • Gust 230 represents the incident flow disturbance sensed as a variation in angle of attack and flow magnitude due to turbulence. Ordinarily, this scenario would be expected to cause a significant perturbation, shown as a roll perturbation 240 which would then be sensed by inertial-based sensors, which measure the change in the attitude of the aircraft in response to the gust.
  • attitude sensors such as accelerometers, gyroscopes, inertial measurement units (IMUs), which measure variations in roll acceleration and the roll rate respectively.
  • Tilt sensors, optical flow sensors and horizon sensors measure angular displacement and divergence from the flight path is measured by position and localization sensors such as GNSS.
  • GNSS position and localization sensors
  • Phase-advanced sensors Sensors that are capable of detecting phenomenon early in the gust perturbation process are referred to herein as phase-advanced sensors.
  • Phase- advanced sensors do not measure attitude directly, but sense the disturbance itself, for example, by sensing the incident flow variation (magnitude and angle), pressure/velocity variation, e.g. flow sensors, and structural stress, e.g. strain sensors.
  • Phase-advanced sensors are capable of providing time forward information to the control system for early mitigation of associated perturbations.
  • Phase- advanced sensing offers a control system with the capacity to compensate for the time-lags inherent in inertial-based attitude control systems, and the accordingly, the potential to eliminate perturbations completely.
  • the use of phase-advanced sensors can reduce attitude perturbations in all vehicular axes. Further beneficial effects of phase advanced sensing are accurately measured relative turbulence; less flight path divergence, reduced drag and reduced adverse yaw.
  • a pitch probe or flow sensor 400 suitable to be provided on or forward of the leading edge of the wing.
  • a multi-holed lightweight tube 410 with chamfered leading edges 420 is used to form a pressure probe.
  • the probes directional tubes are chamfered at substantially 45° allowing an angle measurement ran ge of substantially 90°.
  • the internal tubes of pitch probe 400 are connected to a pressure sensor, such as, for example, a MEMS differential pressure sensor.
  • Typical MEMS accelerometers are based on capacitive, piezo-resistive or tunnelling-current mechanisms.
  • the pressure probe length (L) is selected to provide the maximum time- forward advantage as possible within physical constraints. For an exemplary MAV exhibiting a >0.52 second time lag for actuating a control response to a sensed perturbation, travelling at a cruise velocity of 10ms "1 , a probe length of 5.2 metres would be desirable. However, due to practical constraints associated with the use of long probes, e.g. increased mass, increased susceptibility to vibration and bending, dynamic response of the tubes (i.e. increased phase lag within the tubes), and degraded correlation due to misalignment between the sensing location and the aircraft an end-to-end probe length (L) of 0.15m is considered to provide optimal time- forward advantage within practical constraints, i.e. 15 ms when the MAV is flying at 10ms "1 .
  • Flow sensors may be employed including thermal, strain or capacitance-based sensors.
  • Flow sensors may further be laboratory-based such as: Particle Image Velocimetry (PIV), Laser Doppler Anemometry (LDA), Light Detection and Ranging (LiDAR), Sonic Detection and Ranging (SODAR) and Radio Detection and Ranging (RADAR).
  • PV Particle Image Velocimetry
  • LDA Laser Doppler Anemometry
  • LiDAR Light Detection and Ranging
  • SODAR Sonic Detection and Ranging
  • RADAR Radio Detection and Ranging
  • control architectures may be employed to provide the requisite stabilisation.
  • the control system for receiving the sensed input and actuating one or more flight control surfaces to counteract an aircraft perturbation expected to occur in response to the flow disturbance may be provided by way of a control system off board the aircraft, with corrective actuation commands calculated off board the aircraft and transmitted to the aircraft via a communications link.
  • the control system is provided on board the aircraft.
  • the pitch probe or flow sensor 400 signals comprise dynamic input to the flight control system.
  • the flight control system can vary from a programmable closed loop control system with no GPS, to an autopilot system depending on the requisite application.
  • a generic feed forward control system 500 shows how the disturbance turbulence 510, is sensed by sensors on the leading edge of the left and right wings, 520. Any signal processing or multiplexing technique may be used to merge the signals of the plurality of sensors into a hybrid signal.
  • the sensed input is transmitted to a flight control system 530.
  • the flight control system 530 causes actuation of one or more flight control surfaces to counteract an aircraft perturbation that is anticipated to occur in response to the sensed flow disturbance. Actuation of aerodynamic surfaces is effected, for example, by actuation techniques involving the use of servo motors, piezoelectric actuators and the like.
  • the control system should be configured to permit independent actuation of the flight control surfaces to control of six degrees of freedom in response to the flow disturbance.
  • the lateral controller includes a feed-forward path with input from left wing flow sensor 610 and right wing flow sensor 620. These inputs result in actuation of individual servos to actuate flight control surfaces of the respective wings 630, 640.
  • the wings are capable of uncoupled deflection, i.e.
  • each wing servo actuates independently of the other. Therefore, deflection of the flight control surface is based on the sensed oncoming flow disturbance over each respective wing.
  • the longitudinal and directional controllers which control the pitch and yaw rates respectively, are controlled by inertial-based sensors.
  • Proportional-Integral-Derivative (PID) controllers and model predictive control systems.
  • a Proportional-Integral-Derivative (PID) controller such as used in many commercial autopilot stability augmentation systems is an inertial-based controller using an attitude tracking architecture, with an IMU as the only sensor for feedback.
  • the attitude-tracking controller has a Proportional-Integral-Derivative (PID) outer-loop and uses angular-rate tracking inner loops on each of the roll and pitch axes.
  • the directional controller includes a yaw angular rate-tracking mode.
  • a MAV was equipped with two probe sensors, 400 where its output signals were used to mitigate the perturbations expected to occur during flight within high turbulence. This led to a comparison between the attitude mitigation performance of a control systems employing flow sensors, to the performance of a control system employing no flow sensors.
  • MAVs operate in challenging turbulence environments, which requires novel sensory approaches to attenuate the detrimental effects thereof.
  • Time forward sensing promises to minimise perturbations by enabling the actuation of stabilising flight control surfaces before the effects of turbulence cause an undesirable level of perturbations in the aircraft.
  • the present invention is equally applicable to larger aircraft, including larger unmanned aircraft through to commercial passenger jets which could all benefit from systems for minimising the effects of turbulence.
  • the present application may be used as a basis or priority in respect of one or more future applications and the claims of any such future application may be directed to any one feature or combination of features that are described in the present application.
  • Any such future application may include one or more of the following claims, which are given by way of example and are non-limiting in regard to what may be claimed in any future application.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

Cette invention concerne un procédé et un système permettant d'atténuer les effets des turbulences sur un aéronef. Ledit procédé comprend les étapes consistant à : (a) disposer au moins un capteur sur une surface d'attaque de l'aéronef ou à l'avant de celle-ci ; (b) détecter une perturbation du flux provoquée par des turbulences s'approchant de la surface d'attaque pour générer une entrée détectée ; (c) transmettre l'entrée détectée à un système de commande ; et (d) actionner une ou plusieurs surfaces de commande de vol afin de contrecarrer une perturbation d'aéronef anticipée en réponse à la perturbation du flux détectée. Ladite perturbation du flux est détectée à l'avant de la surface d'attaque de l'aéronef, de telle sorte que la perturbation du flux est détectée sensiblement avant que la perturbation de l'aéronef soit initiée par la perturbation du flux.
PCT/AU2015/000326 2014-05-30 2015-05-29 Procédés et systèmes permettant d'atténuer les effets des turbulences sur un aéronef WO2015179905A1 (fr)

Applications Claiming Priority (2)

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AU2014902070A AU2014902070A0 (en) 2014-05-30 Methods and systems for attenuating the effects of turbulence on aircraft
AU2014902070 2014-05-30

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WO2015179905A1 true WO2015179905A1 (fr) 2015-12-03

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Cited By (9)

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CN110989667A (zh) * 2019-12-11 2020-04-10 西北工业大学 基于微型气压传感器的小型无人机增稳控制装置及其方法
US10852316B2 (en) 2018-06-15 2020-12-01 Rosemount Aerospace Inc. Advanced air data system architecture with air data computer incorporating enhanced compensation functionality
US10913545B2 (en) 2018-06-15 2021-02-09 Rosemount Aerospace Inc. Architecture for providing enhanced altitude functionality to aircraft air data system
EP3646059A4 (fr) * 2017-06-30 2021-02-24 A^3 By Airbus, LLC Systèmes et procédés de commande d'aéronef basés sur un mouvement d'air détecté
US11015955B2 (en) 2018-06-15 2021-05-25 Rosemount Aerospace Inc. Dual channel air data system with inertially compensated backup channel
CN113654921A (zh) * 2021-09-03 2021-11-16 西南石油大学 一种锥形板可变体积湍流减阻评价装置及方法
WO2021248287A1 (fr) * 2020-06-08 2021-12-16 深圳市大疆创新科技有限公司 Procédé de commande de stabilisateur, stabilisateur portatif et support de stockage lisible par ordinateur
US11686742B2 (en) 2020-11-20 2023-06-27 Rosemount Aerospace Inc. Laser airspeed measurement sensor incorporating reversion capability
US11851193B2 (en) 2020-11-20 2023-12-26 Rosemount Aerospace Inc. Blended optical and vane synthetic air data architecture

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3646059A4 (fr) * 2017-06-30 2021-02-24 A^3 By Airbus, LLC Systèmes et procédés de commande d'aéronef basés sur un mouvement d'air détecté
US10852316B2 (en) 2018-06-15 2020-12-01 Rosemount Aerospace Inc. Advanced air data system architecture with air data computer incorporating enhanced compensation functionality
US10913545B2 (en) 2018-06-15 2021-02-09 Rosemount Aerospace Inc. Architecture for providing enhanced altitude functionality to aircraft air data system
US11015955B2 (en) 2018-06-15 2021-05-25 Rosemount Aerospace Inc. Dual channel air data system with inertially compensated backup channel
CN110989667A (zh) * 2019-12-11 2020-04-10 西北工业大学 基于微型气压传感器的小型无人机增稳控制装置及其方法
CN110989667B (zh) * 2019-12-11 2022-10-14 西北工业大学 基于微型气压传感器的小型无人机增稳控制装置及其方法
WO2021248287A1 (fr) * 2020-06-08 2021-12-16 深圳市大疆创新科技有限公司 Procédé de commande de stabilisateur, stabilisateur portatif et support de stockage lisible par ordinateur
US11686742B2 (en) 2020-11-20 2023-06-27 Rosemount Aerospace Inc. Laser airspeed measurement sensor incorporating reversion capability
US11851193B2 (en) 2020-11-20 2023-12-26 Rosemount Aerospace Inc. Blended optical and vane synthetic air data architecture
CN113654921A (zh) * 2021-09-03 2021-11-16 西南石油大学 一种锥形板可变体积湍流减阻评价装置及方法
CN113654921B (zh) * 2021-09-03 2024-05-07 西南石油大学 一种锥形板可变体积湍流减阻评价装置及方法

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