Civil System Implementations

CIVIL SYSTEM IMPLEMENNTATIONS AND FLY-BY-WIRE CONTROLS LAW

Group 5:•Nguyễn Xuân Quỳnh•Trương Quang Phúc•Trần Đức Sơn•Thái Thái Sơn•Thái Văn Tải •Trần Đức Quân

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CONTENTS

I. CIVIL SYSTEM IMPLEMENTATIONS1. TOP-LEVEL COMPARISON2. AIRBUS IMPLEMENTATION

II. FLY-BY-WIRE CONTROL LAW

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I. CIVIL SYSTEM IMPLEMENTATIONS

Airbus introduced a fly-by-wire system on to the A320 family and a similar system has been carried forward to the A330/340

• The flight control and guidance of civil transport aircraft has steadily been getting more sophisticated in recent years.

Concorde was the first civil aircraft to have a fly-by-wire system

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• Boeing’s first fly-by-wire system on the Boeing 777 was widely believed to a response to the Airbus technology development

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So what is the key differences between the Airbus and Boeing philosophies and implementations ?

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I. CIVIL SYSTEM IMPLEMENTATIONS1. TOP-LEVEL COMPARISON

Figure 1.25 Top-level Boeing & Airbus FBW comparison

The importance and integrity aspects of flight control lead to some form of monitoring function to ensure the safe operation of the control loop. Also for integrity and availability reasons, some form of redundancy is usually required

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• In the Boeing philosophy, the system comprises three Primary Flight Computers (PFCs), each of which has three similar lanes with dissimilar hardware but the same software.

• Each lane has a separate role during an operating period and the roles are cycled after power up.

• Voting techniques are used to detect discrepancies or disagreements between lanes and the comparison techniques used vary for different types of data.


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• Communication with the four Actuator Control Electronics (ACE) units is by multiple A629 flight control data buses.

• The ACE units directly drive the flight control actuators. A separate flight control DC system is provided to power the flight control system.


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The Airbus approach is shown on there


Five main computers are used: 3 Flight Control Primary Computers (FCPCs) 2 Flight Control Secondary Computers (FCSCs)

Each computer comprises command and monitor elements with different software. The primary and secondary computers have different architectures and different hardware. Command outputs from the FCSCs to ailerons, elevators and the rudder are for standby use only. Power sources and signalling lanes are segregated.

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I. CIVIL SYSTEM IMPLEMENTATIONS2. AIRBUS IMPLEMENTATION

The Anglo-French Concorde apart, Airbus was the first aircraft manufacturer in recent years to introduce Fly-By-Wire (FBW) to civil transport aircraft. The original aircraft to utilise FBW was the A320 and the system has been used throughout the A319/320/321 family and more recently on the A330/340. The A320 philosophy will be described and A330/340 system briefly compared.

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A320 FBW System

• Mechanical control: Rudder Tailplane trim

(reversionary mode)

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A320 FBW SystemThe aircraft has three independent hydraulic power systems: •blue (B)•green (G) •yellow (Y)

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A320 FBW System

A total of seven computers undertake the flight control computation task as follows:

• Two Elevator/Aileron Computers (ELACs). The ELACs control the aileron and elevator actuators according to the notation in the figure

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A320 FBW System

• Three Spoiler/Elevator Computers (SECs). The SECs control all of the spoilers and in addition provide secondary control to the elevator actuators. The various spoiler sections have different functions as shown namely:- ground spoiler mode- speed brake mode- load alleviation mode- roll augmentation

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• Two Flight Augmentation Computers (FACs). These provide a conventional yaw damper function, interfacing only with the yaw damper actuators


A320 FBW System

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A320 FBW System

In the very unlikely event of the failure of all computers it is still possible to fly and land the aircraft – this has been demonstrated during certification. In this case the Tailplane Horizontal Actuator (THS) and rudder sections are controlled directly by mechanical trim inputs – shown as M in the diagram – which allow pitch and lateral control of the aircraft to be maintained.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• The pilot’s input to the Flight

Control Primary Computers (FCPCs) and Flight Control Secondary Computers (FCSCs) is by means of the sidestick controller.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• The Flight Management

Guidance and Envelope Computers (FMGECs) provide autopilot pitch commands to the FCPC.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• The normal method of

commanding the elevator actuators is via the FCPC although they can be controlled by the FCSC in a standby mode. Three autotrim motors may be engaged via a clutch to drive the mechanical input to the THS.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• For the pitch channel, the

FCPCs provide primary control and the FCSCsthe backup. Pilots’ inputs are via the rudder pedals directly or, in the case ofrudder trim, via the FCSC to the rudder trim motors.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• The yaw damper function

resides within the FCPCs rather than the separateFlight Augmentation Computers (FACs) used on the A320 family. Autopilotyaw demands are fed from the FMGECs to the FCPCs.

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A330/340 FBW System

The A330/340 FBW system bears many similarities to the A320 heritage as might expected.• There is a variable travel

limitation unit to limit the travel of the rudderinput at various stages of flight. As before, the three hydraulic systems feed therudder actuators and two yaw damper actuators as annotated on the figure.

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The overall flight control system elements for the A330/340 are:• Three Flight Control Primary Computers (FCPCs); the function of the FCPCs has been described• Two Flight Control Secondary Computers (FCSCs); similarly, the function of the secondary computers has been explained• Two Flight Control Data Concentrators (FCDCs); the FCDCs provide data from the primary and secondary flight computers for indication, recording and maintenance purposes• Two Slat/Flap Control Computers (SFCCs); the FSCCs are each able to control the full-span leading-edge slats and trailing-edge flaps via the hydraulically driven slat and flap motors


A330/340 FBW System

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Airbus Fly-By-Wire Evolution

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The first airbus FBW aircraft was the A320 that was first certified in 1988. Since then the A320 family has expanded to include the A318, A319 and A321; the A330 and A340 aircraft have entered service and the A380 did so in October 2007. In that time the number of flight control actuators has increased with the size of the aircraft

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On the A320 family the autopilot and FMS functions are provided by standalone units. On the A330/340 flight guidance is provided by the Flight Management and Guidance Computers (FMGCs) that embody both autopilot and guidance functions. On the A380 integration has progressed with the autopilot function being subsumed into the FCS with the FMC as stand-alone.

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The authority of each of these levels may be summarised as follows: Normal laws: Provision of basic control laws

with the addition of coordination algorithms to enhance the quality of handling and protection to avoid the exceedance of certain attitudes and attitude rates. Double failures in computing, sensors or actuation power channels will cause reversion to the Alternate mode

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The authority of each of these levels may be summarised as follows: Alternate laws: Provision of the basic control

laws but without many of the additional handling enhancement features and protection offered by the Normal mode. Further failures cause reversion to the Mechanical mode

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The authority of each of these levels may be summarised as follows: Direct laws: Direct relationship from control

stick to control surface, manual trimming, certain limitations depending upon aircraft CG and flight control system configuration. In certain specific cases crew intervention may enable re-engagement of the Alternate mode. Further failures result in reversion to Mechanical

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The authority of each of these levels may be summarised as follows: Mechanical reversion: Rudimentary manual

control of the aircraft using pitch trim and rudder pedals to facilitate recovery of the aircraft electrical system or land the aircraft as soon as is practicable

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THE END.THANKS FOR YOUR ATTENTTION !!!

Civil System Implementations

Engineering

Transcript of Civil System Implementations