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Advances in Flight Control Systems Part 7

Tham khảo tài liệu 'advances in flight control systems part 7', kỹ thuật - công nghệ, cơ khí - chế tạo máy phục vụ nhu cầu học tập, nghiên cứu và làm việc hiệu quả | Fault Tolerant Flight Control a Physical Model Approach 107 15 -5 10 inner elevator right inner elevator left outer elevator right outer elevator left 0 100 200 300 400 500 -------stabilizer angle -------upper rudder ------lower rudder 20 10 -10 --------inner aileron right --------inner aileron left --------outer aileron right ------outer aileron left -20 0 100 200 300 400 500 0.5 -0.5 -1 -1.5 -2 ------------4--------------5t 0 100 200 300 400 500 1 0.5 0 -0.5 -1 0 100 200 300 400 500 -------outer flaps inner flaps . a deflections of elevators stabilizer and b deflections of ailerons and flaps rudders Fig. 12. Deflections of elevators stabilizer rudders ailerons and flaps for the tail loss scenario 15p 10 5 - 0 - 0 --------spoiler 1 --------spoiler 2 --------spoiler 3 --------spoiler 4 --------spoiler 5 spoiler 6 300 400 500 Specific forces in body axes 41---------------1--------- ----1---------------1------- -21------------4 ------------4 ------------4------------4 ------------4. 0 100 200 300 400 500 15p 10 - 5 0 0 --------spoiler 7 --------spoiler 8 --------spoiler 9 --------spoiler 10 --------spoiler 11 spoiler 12 300 400 500 a deflections of spoilers -21------------4------------4------------4------------4-------------4. 0 100 200 300 400 500 b specific forces Fig. 13. Deflections of spoilers and specific forces for the tail loss scenario in fig. 14 a . Moreover a limited maximum roll angle has been imposed due to the restricted safe flight envelope as explained in section 3. It has been found that altitude and speed changes are also feasible separately but these are not discussed in this section. The time histories of the states in fig. 14 b reveal that the aircraft in post failure conditions flies with a small nonzero roll angle and sideslip angle due to the asymmetric damage despite a zero commanded sideslip angle. The control surface deflections in figures 15 and 16 a confirm the cessation of functioning of the control .