Control Surface Deflections Research Articles

Neural fields for rapid aircraft aerodynamics simulations

This paper presents a methodology to learn surrogate models of steady state fluid dynamics simulations on meshed domains, based on Implicit Neural Representations (INRs). The proposed models can be applied directly to unstructured domains for different flow conditions, handle non-parametric 3D geometric variations, and generalize to unseen shapes at test time. The coordinate-based formulation naturally leads to robustness with respect to discretization, allowing an excellent trade-off between computational cost (memory footprint and training time) and accuracy. The method is demonstrated on two industrially relevant applications: a RANS dataset of the two-dimensional compressible flow over a transonic airfoil and a dataset of the surface pressure distribution over 3D wings, including shape, inflow condition, and control surface deflection variations. On the considered test cases, our approach achieves a more than three times lower test error and significantly improves generalization error on unseen geometries compared to state-of-the-art Graph Neural Network architectures. Remarkably, the method can drastically accelerate high fidelity numerical solver, achieving a five order of magnitude speedup on the RANS transonic airfoil dataset.

Angular acceleration estimation and aerodynamic parameter identification based on angular velocity equivalent model

Conventional angular acceleration estimation methods generate non-negligible errors when the control surface rapidly deflects; hence, the estimated angular acceleration cannot be used for aerodynamic parameter identification directly. This paper proposes an angular acceleration estimation method based on angular velocity equivalent model. The angular acceleration of the angular velocity equivalent model, whose angular velocity response is consistent with the flight test data, is used as the estimated angular acceleration. Firstly, the equivalent angular velocity model is established by combining the generic aerodynamic model with the rotational dynamic equations of aircraft. Secondly, the angular velocity data and the control surface deflection data are synchronized. Finally, the angular velocity response of the equivalent model is used as the predictor, and the estimated angular acceleration is obtained by extended Kalman filter. The aerodynamic parameter identification and validation are carried out using the estimated angular acceleration of a large civil aircraft flight test data. The results show that the angular acceleration obtained through the proposed angular acceleration estimation method meets the accuracy requirement of aerodynamic parameter identification.

Some Comments Concerning the Preparation of and Fatigue Testing of the Aircraft’s Cable-Control System

Abstract The currently accepted rules that are applied to the aircraft cable-control systems’ operational use are based on the reactive maintenance idea and the comparative tests, inspections, and diagnostics performed at the mandatory intervals. Fatigue tests of the aviation cables are commonly conducted by bending in the range of ± 90° with constant load. Aircraft cable-control systems are subject to a number of random loads and deformations. Additionally, forces and their values are modified by the wear and tear of cable-pulley raceways, elastic deformations, and changes caused by temperature. The actual values of tension of aviation cable-control systems are relatively low, and bending usually does not exceed the maximum of ± 35°. Moreover, the forces characteristic of the control cables are nonlinear functions of the control surface deflection. This means that the typical fatigue tests we employ help with only comparative estimations and acceptance tests. It is not possible to estimate the operational durability of the systems and forecast inspections and diagnoses intervals based on the mentioned results. The present article utilizes the operational profiles of selected aircraft categories to determine the stochastic load-related deflection spectra for the preparation of cable fatigue-testing programs. Operation profiles are built considering a group of aircraft belonging to the same category, performing similar missions, for example, training missions, photogrammetric missions, aircraft towing, e.q., and having a similar share in the total resource. The special stands for the selected cable fatigue tests have been proposed. The cable test stand ensures the real stochastic loads for the cable use and other actual conditions of load. The proposed stand enables the simultaneous testing of more than one cable at different deformation parameters, for example, wrap angles. The results of the proposed method and tests can be used to estimate the operational durability of aviation-control systems as well as for inspection and diagnosis intervals as well.

Influence of structural elasticity on the aerodynamic characteristics of the common research model with deflected control surfaces

Numerical aerodynamic and aeroelastic investigations are conducted for the Common Research Model (CRM) configuration with deployable aileron control surfaces and a trimmable horizontal stabilizer at cruise and off-cruise conditions. The numerical methodology which is implemented in the multi-disciplinary simulation environment SimServer is based on CFD and coupled CFD-CSM simulations. The DLR Tau Code is applied in order to solve the Reynolds-Averaged-Navier-Stokes (RANS) equations. The Spalart-Allmaras turbulence model with Edwards modification is used for the closure modeling of the three-dimensional RANS equations. A linear modal solver is utilized to calculate structural displacements and rotations of control surfaces are modeled by a Chimera approach. A grid independence study is conducted by using the rigid aerodynamic model of the CRM. The main focus of the analysis lies on the evaluation of the stationary CFD-CSM simulations addressing the influence of structural deformation on aileron effectiveness. Influences of various flow conditions and different fuel tank filling levels on the resulting local and global aerodynamic properties of the CRM are investigated. The reduction of aileron effectiveness as well as the difference in horizontal trim deflection angle if structural elastic effects are considered is investigated for the considered Mach number range and aircraft mass configurations.

Kalman state estimator for aircraft structural load alleviation using eigenpair assignment

Process of finding the “best estimate” from noisy signals amounts to “filtering out” the noise. Many methods exist to filter the unwanted noise. A tried and tested method is to use a Kalman Filter which not only cleans up the signals but can also be used to provide signal estimates, for use in reduced order feedback control. Typically, Kalman filter gains are computed using the Linear Quadratic Regulator theory. Reduced order feedback control has been applied in aircraft control problems. One such application area is in synthetic load alleviation, structural loads that arise due to gusts and or control surface deflections. Aircraft structural load alleviation necessitates the use of robust feedback control. The controllers are required to provide load alleviation in cases where the feedback signals are contaminated with noise or missing due to sensor failures. In this paper a method of computing the Kalman gains for the purposes of reduced order feedback is presented, which completely specifies the error dynamics of the estimator in terms of its eigenvalues and associated eigenvectors. The state estimator synthesized using the proposed approach has excellent noise rejection properties and shown to be robust and can be successfully used in reduced order state feedback control, specifically in Aircraft Structural Load Alleviation control schemes. The proposed scheme demonstrates reduction in structural loads.

Aerodynamic Shape Optimization of Subsonic/Supersonic Flows Integrating Variable-Fidelity Longitudinal Trim Analysis

Most existing studies on aerodynamic shape optimization have not considered longitudinal trim under control surface deflection, typically achieving self-trim through a constraint of zero pitching moment or adjusting the optimized configuration for longitudinal trim. However, adjustments to the optimized configuration might introduce additional drag, reducing overall optimization benefits. In this paper, a novel approach of incorporating control surface deflection for longitudinal trim in aerodynamic optimization is proposed. Firstly, an aerodynamic computation program based on the high-order panel method was developed, introducing velocity perturbations on specific mesh surfaces to simulate actual control surface deflections. Subsequently, a comprehensive optimization framework was established, encompassing parametric modeling, aerodynamic computation, and variable-fidelity control surface deflection analysis. Finally, aerodynamic optimization analysis was conducted under both subsonic and supersonic conditions. Thirty-one design variables were selected with the trimmed lift-to-drag ratio in cruising condition as the objective function and the control surface deflection angle as the constraint. The results indicated an 8.52% increase in the trimmed lift-to-drag ratio compared to the baseline model under subsonic conditions and an 8.1% increase under supersonic conditions.

Measurements of steady manoeuvring forces and moments over an axisymmetric body with appendages in a wind tunnel

ABSTRACT Steady manoeuvring forces and moments over a generic submarine hull form (SUBOFF) at various angles of incidence were investigated through scaled model tests in the Wind Tunnel Facility at the Naval Science and Technological Laboratory, India. Measurements were performed for a range of angles of incidence in angle of attack (±18°) and drift (±18°) including control surface deflections (±15°) on a 1.372 m model at Reynolds number 1.7 × 106. The present study at angles of incidence is to gather steady-state force, and moment data and validate such load measurements performed in a Wind Tunnel. The particulars of the SUBOFF model, experimental facility and measurement technique, test results for load measurements and estimated hydrodynamic coefficients are highlighted in the paper. The measurement data generated from the above studies will complement the current research on hydrodynamic characteristics for submerged bodies both computationally and experimentally.

Adaptive Feed-Forward Control for Gust Load Alleviation on a Flying-Wing Model Using Multiple Control Surfaces

Based on measured gust information, a multi-input multi-output (MIMO) adaptive feed-forward control scheme for gust load alleviation (GLA) on a semi-span flying-wing aircraft using multiple control surfaces is proposed. In order to remedy weight drift and biased estimation problems that are commonly encountered in adaptive control, the circular leaky LMS (CLLMS) algorithm is employed, which utilizes gust measurement information, filtered reference signals, and error signals to update controller parameters online. The results demonstrate that good load reductions are achieved in both continuous and discrete gust environments. For instance, the designed GLA control system leads to an 80.72% reduction in the root-mean-square (RMS) values of wing-root bending moment in the Dryden gust environment and a 77.59% reduction of its maximum value in the 1-cos discrete gust condition. Based on the limited power of the actuator and the limited authority for control surface deflections when integrating GLA into the flight control system, a weight-updating algorithm with deflection angle and rate constraints on control surfaces is proposed. The simulation results show that the strict constraints on control surface deflections will degrade the GLA performance. Finally, the influence of the partial jamming fault of actuators on GLA performance is studied. It is found that good GLA performance can be preserved despite the degraded performance during the initial stage of the actuator jamming fault. This is due to the robustness brought about by multiple control surfaces and the adaptability of the control algorithm.

Approach and landing guidance using constrained model predictive static programming

The paper proposes a guidance scheme during the approach and landing phase of an unpowered vehicle to achieve high precision at touchdown by limiting the control inputs within allowable bounds using constrained Model Predictive Static Programming. The advantages of a single flight phase are incorporated into the design since the guess control history is obtained from a single segment based guidance approach. The requirement of ensuring continuity in states and guidance commands are hence avoided leading to minimization of control deviations using a simple cost function. Constrained input commands are used for determining control surface deflection based on dynamic inversion considering the longitudinal pitch rate dynamics. Comparison is carried out between the results obtained for constrained as well as unconstrained schemes for the nominal trajectory. Comparisons of load factor, dynamic pressure and flight path angle for three segment, two segment, single segment guidance strategies have been carried out with MPSP based guidance to evaluate the relative advantages offered by the scheme. Performance analysis of the proposed scheme is done based on numerous simulations with simultaneous variations in initial states, vehicle parameters and aerodynamic parameter variations. Simulation results indicate that the proposed scheme is suitable for landing on runways of shorter lengths due to minimal touchdown errors.

Curved-Line Path-Following Control of Fixed-Wing Unmanned Aerial Vehicles Using a Robust Disturbance-Estimator-Based Predictive Control Approach

In this research, the design of a robust curved-line path-following control system for fixed-wing unmanned aerial vehicles (FWUAVs) affected by uncertainties on the latitude plane is studied. This is undertaken to enhance closed-loop system robustness under unknown uncertainties and derive the control surface deflection angle directly used to control FWUAVs, which has rarely been studied in previous works. The system is formed through the mass center position control (MCPC) and yaw angle control (YAC) subsystems. In the MCPC, the desired yaw angle, which is treated as the reference signal for the YAC subsystem, is calculated analytically using path-following errors, current flow angles, and the yaw angle. In the YAC, a disturbance estimator is designed to estimate uncertainties such as nonlinearities, couplings, time variations, model parameter perturbations, and unmodeled dynamics. Predictive functional controllers are designed to target nominal systems in the absence of uncertainties, such that the estimations of the uncertainties can be incorporated through feedback for closed-loop system robustness enhancement. The simulation results show that higher path-following precision and stronger robustness for the FWUAVs based on the proposed approach can be achieved using only rough model parameters compared with the conventional nonlinear dynamic inversion, which requires detailed model information.

Robust Aerodynamic Parameter Estimation of Unmanned Aircraft Based on Two-step Identification

This paper presents the estimation of stability and control derivatives of an unmanned aircraft. The aerodynamics are described using regressors composed of velocity, angular rates, flow angles and control surface deflections. The flight data is generated from numerical simulation of postulated equations of motion describing the aerodynamics model. Least squares based on the equation error method is used to estimate the parameters representing the different force and moment aerodynamic coefficients. Statistical analysis is done on the estimates to determine the accuracy and adequacy of the estimates to describe the aerodynamic model. A dynamic simulation based on the identified aerodynamic model is used to improve the parameter estimates through regression of the errors between the flight data and the model response. The aircraft under consideration is a scaled Yak-54 fixed wing unmanned aerial vehicle.

Exploring the Impact of Rapidly Actuated Control Surfaces on Drone Aerodynamics

This study investigates the use of rapidly actuated leading-edge and trailing-edge control surfaces to improve the control authority of small fixed-wing drones. Static and dynamic characteristics were investigated and presented in two separate papers. In this paper, the focus is on the dynamic effects observed from rapidly actuated 30% chord leading- or trailing-edge hinged control surfaces affixed to two flat-plate airfoils. Forces were resolved from surface pressure measurements and are augmented by PIV measurements, smoke flow visualization and analyses. The static study revealed that trailing-edge control surfaces exhibited higher effectiveness in producing time-averaged CL compared to leading-edge control surfaces. However, leading-edge control surfaces exhibit significantly less fluctuation in pressure and lift coefficients at fixed angles of attack and control surface deflections, indicating better stability. Unsteady aerodynamic effects of the airfoil at α=0∘ and “ramp” deflections of trailing- and leading-edge control surfaces from 0∘ to 40∘ with variations in actuation rates showed that CL peaks are approximately three to four times greater than static values for the case of the leading-edge control surface. This has significant implications for fixed-wing drone maneuverability and countering the effects of atmospheric turbulence.

Robust adaptive three-dimensional trajectory tracking control scheme design for small fixed-wing UAVs

This paper aims to tackle the three-dimensional trajectory tracking problems of small fixed-wing unmanned aerial vehicles subject to nonlinearities, uncertainties and wind disturbances via adaptive techniques. The control objective is to efficiently control the thrust and the deflections of control surfaces to ensure the unmanned aerial vehicle arrives at a specified location within a given time frame. However, achieving this goal for small fixed-wing unmanned aerial vehicles can be challenging because the precise dynamic model and several parameters are not accessible, making most existing control strategies unworkable. Motivated by these facts, based on feedback linearization techniques, we derive linear models with equivalent disturbances to describe the translational dynamics without requiring precise aerodynamic force model information. To deal with the dilemmas where the norm bounds of equivalent disturbances depend on control inputs, system states, and unknown disturbances, a novel robust adaptive control strategy is designed for position control. Based on the assumption of two-time separation, the control scheme incorporates two parts, namely, a position controller containing the horizontal-plane and altitude parts and a robust filter-based attitude regulator. Also, to prevent chattering issues, we design a practical and robust adaptive position controller under which the tracking error is ultimately bounded The overall closed-loop stability is theoretically investigated based on the Lyapunov arguments. Hardware-in-loop simulation experiments are performed to testify our developed control scheme.

Integrated Flight Control System Characterization Approach for Civil High-Speed Vehicles in Conceptual Design

Recent studies have revealed that control surface deflection can cause a reduction in the aerodynamic efficiency of a hypersonic aircraft of up to 30%. In fact, the characterization of the Flight Control System is essential for the estimation of the consistent aerodynamic characteristics of the vehicle in different phases, considering the contribution of control surfaces to stability and trim. In terms of the sizing process, traditional methodologies have been demonstrated to be no longer applicable to estimations of the actuation power required for the control surfaces of a high-speed aircraft, due to their peculiar working conditions and to the characteristics of the flow to which they are exposed. In turn, numerical simulation approaches based on computational fluid dynamics or panel methods may require considerable time resources, which do not fit with the needs of the quick and reliable estimates that are typical of the early design phases. Therefore, this paper is aimed at describing a methodology to show how to anticipate the Flight Control System design for high-speed vehicles at the conceptual design stage, properly considering the interactions at vehicle level and predicting the behavior of the system throughout an entire mission. It is also a core part of the work to provide designers with an example of how neglecting the effect of trim drag can be detrimental to a reliable estimation of overall aircraft performance. The analysis, mainly focused on the longitudinal plane of the vehicle, is presented step-by-step on a specific case study, namely the STRATOFLY MR3 vehicle, a Mach 8 waverider concept for civil antipodal flights. The application of the methodology, conceived as an initial step towards an iterative Flight Control System design process, also shows that the most power-demanding phases are take-off, low supersonic acceleration, and approach, where peaks of over 130 kW are reached, while an average of 20 kW is sufficient to support deflections in a hypersonic cruise.

Wing dynamic shape-sensing from fiber-optic strain data using the Kalman state estimator

A novel method for shape sensing based on strain data and the use of the Kalman state estimator is presented and studied experimentally. Several recent studies proposed different methods in which strain data, measured in optical fibers, can be used to estimate the deformed shape of a flexible wing. Fiber optic sensors typically provide accurate, high resolution, strain data, yielding detailed prediction of a wing's deformed shape. However, in real life applications there could be moments in which the strain data is imperfect (for example, due to saturation or temperature effects), corrupted, or missing. The current study proposes to use a Kalman state estimator that weighs in strain-data and simulation output of an aeroelastic plant model to estimate the wing deformations. The method is demonstrated with a flexible wing model that is excited by prescribed control surfaces deflection in a wind-tunnel test. Strains over the front and rear wing spars are measured by Fiber Bragg Grating sensors, embedded in two optical fibers, and used to estimate the wing deformations. The latter are compared to wing deformations measured by a motion recovery camera system. Results show the advantages of the use of the Kalman state estimator when the strain data is corrupted. Additionally, with this approach, wing's modal velocities are estimated together with the wing deformations, resulting in smooth and accurate modal velocities that are readily usable by the vehicle's control system.

Reconfiguration Incremental Control Allocation for Tailless Aerial Vehicle with Control Surface Faults

To address the faults of the tailless aerial vehicle control surface with nonlinear control effectiveness, a reconfiguration incremental control allocation method is proposed. Under the framework of incremental control allocation, four types of typical control surface faults, such as floating, jamming, damaged, and median offset, are modeled. The isolation of faulty control surfaces and the reconfiguration of the flight control system is realized by adjusting the control surface deflection increment limit and changing the local control effectiveness matrix. The results show that the method can effectively take advantage of the redundant configuration of the control surface, prevent the system from losing control caused by the fault of the control surface, and enhance the safety and reliability of the system.

Flight Dynamics Modeling and Aerodynamic Parameter Identification of Four-Degree-of-Freedom Virtual Flight Test

Compared with the forced oscillation test in a conventional wind tunnel test, the wind tunnel virtual flight test can achieve partially constrained dynamic motion of the model in the wind tunnel by manipulating the control surface deflection. In this paper, a new four-degree-of-freedom (4-DOF) wind tunnel virtual flight test device is established. Compared with the 3-DOF wind tunnel virtual flight test with rotation around the center of mass, the model adds vertical motion, enabling it to simulate free flight more realistically. In this paper, the nonlinear flight dynamics model of 4-DOF wind tunnel virtual flight test is established, the differences in dynamics characteristics between it and free flight are analyzed, and the identification model of aerodynamic derivatives based on 4-DOF wind tunnel virtual flight test is derived. To ensure the safety of the test, the longitudinal altitude control law as well as the sideslip and roll angle control laws in the lateral direction are designed. Finally, a set of aerodynamic parameter identification methods based on a 4-DOF wind tunnel virtual flight test is formed. The output error method is used to identify the aerodynamic derivatives of the test model, and the accuracy of the identification results is higher than that of the 3-DOF wind tunnel virtual flight test.

Supersonic flow unsteadiness induced by control surface deflections

Control surface deployment in a supersonic flow has many applications, including flow control, mixing, and body-force regulation. The extent of control surface deflections introduces varying flow unsteadiness. The resulting fluid dynamics influence the downstream flow characteristics and fluid–structure interactions significantly. In order to understand the gas dynamics, an axisymmetric cylindrical body with a sharp-tip cone at zero angles of attack (α=0°) is examined in a free stream Mach number of M∞=2.0 and Reynolds number of ReD=2.16×106 (D = 50 mm). Four static control surface deflection angles (θ=π/36,π/6,π/3, and π/2 rad) are considered around the base body. The cases are computationally investigated through a commercial flow solver adopting a two-dimensional detached eddy simulation strategy. Recirculation bubble length, drag coefficient's variation, wall-static pressure statistics, acoustic loading on the model and the surroundings, x − t trajectory and x − f spectral analysis, pressure fluctuation's correlation coefficient on the model, and modal analysis are obtained to understand the flow unsteadiness. At θ=[π/36], the wall-static pressure fluctuations behind the control surface are minimal and periodic, with a mere acoustic load of about 50 dB. At θ=[π/2], a violent periodic fluctuation erupted everywhere around the control surface, leading to a higher acoustic load of about 150 dB (three times higher than the previous). For θ=[π/6] and [π/3], high-frequency fluctuations with small- and large-scale structures continuously shed along the reattaching shear layer, thereby causing a broadened spectra in the control surface wake.

Modelling aileron and spoiler deflections with the linear frequency domain method (LFD) for subsonic flight conditions

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

Global aero-structural design optimization of composite wings with active manoeuvre load alleviation

In the scope of the DLR project VicToria (Virtual Aircraft Technology Integration Platform), an integrated process for aero-structural wing optimization based on high fidelity simulation methods is continuously developed and applied. Based upon a parametric geometry, flight performance under transonic flight conditions and manoeuvre loads are computed by solving the Reynolds-averaged Navier–Stokes equations. Structural mass and elastic characteristics of the wing are determined from structural sizing of the composite wing box for essential manoeuvre load cases using computational structural mechanics. Static aeroelastic effects are considered in all flight conditions and active manoeuvre load alleviation is integrated in the process. Global aero-structural wing optimizations are successfully performed for wings with and without active manoeuvre load alleviation. The active manoeuvre load alleviation is introduced with a simplified modelling of control surface deflections using a mesh deformation technique. The minimization of the fuel consumption for three typical flight missions represents the objective function. Wing optimizations are performed for variable and constant wing planform parameters as well as for wings with conventional composite wing box structure and for more flexible wings. The latter is accomplished by introducing modifications of the structural concept and the strain allowable. A significant mass reduction of the optimized wing box is obtained for wings with active manoeuvre load alleviation, resulting in a drop in fuel consumption of about 3%. For wing optimizations with the more flexible wing concept, the active manoeuvre load alleviation shows an additional reduction of the fuel consumption in the order of 2%. The wings with active manoeuvre load alleviation results in optimized wing geometries with increased aspect ratio and reduced taper ratio.