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Active Flow Control Systems Architectures for Civil Transport Aircraft

机译：民用运输机的主动流控制系统架构

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This paper considers the effect of choice of actuator technology and associated power systems architecturernon the mass cost of implementing active flow control systems on civil transport aircraft. The research methodrnis based on the use of a simple systems mass model that includes a mass term due to systems hardwarernand a mass term due to the system energy usage. An A320 aircraft is used as a case study application. Thernmass model parameters are based on first principles physical analysis of electric, pneumatic and hydraulicrnpower systems combined with empirical data on system hardware from existing equipment suppliers. Flowrncontrol actuator technologies include pneumatic, electromechanical-fluidic and electro-hydrodynamic. It isrnshown that the actuator power generation and distribution systems form the greatest part of the system massrncost. The power specific mass of electrical power distribution is shown to be considerably less than that forrnpneumatic systems, however this advantage is reduced by the requirement for relatively heavy electricalrnpower management and conversion systems. A trade exists between system power efficiency and thernsystem hardware mass required to achieve this efficiency. For short duration operation the solution is drivenrntowards lighter, less power efficient systems, whereas for long duration operation there is benefit inrnconsidering heavier but more efficient systems. For the A320 application it is shown that engine bleed basedrnpneumatic systems are less efficient and practical than solutions that use electrical power offtake from thernengine to either drive a centralised air compressor or to power distributed electromechanical-fluidicrnactuators. Leading edge separation control systems require greater power than trailing edge systems due tornthe difference in local velocity. It is estimated that a practical electromechanical-fluid flow control system mayrnhave a mass of up to 40% of slat mass for a leading edge application and 5% of flap mass for a trailing edgernapplication.
机译：本文考虑了执行器技术和相关动力系统架构选择的影响，以及在民用运输机上实施主动流量控制系统的大量成本。该研究方法基于简单系统质量模型的使用，该模型包括由于系统硬件引起的质量项和由于系统能耗导致的质量项。 A320飞机用作案例研究应用程序。质量模型参数基于电气，气动和液压系统的第一原理物理分析，并结合现有设备供应商提供的有关系统硬件的经验数据。 Flowrncontrol执行器技术包括气动，机电流体和电动流体动力学。结果表明，执行器的发电和配电系统构成了系统总成本的最大部分。已显示出配电的功率比质量明显小于气动系统，但是由于需要相对较重的功率管理和转换系统而降低了该优点。在系统功率效率和实现该效率所需的系统硬件质量之间存在折衷。对于短期运行，该解决方案被推向更轻便，功率效率较低的系统，而对于长时间运行，则考虑到较重但效率更高的系统是有好处的。对于A320应用，表明基于发动机排气的气动系统效率不高，不实用，其解决方案是使用发动机的电能输出来驱动集中式空气压缩机或为分布式机电流体致动器供电。由于局部速度的差异，前缘分离控制系统比后缘系统需要更大的功率。据估计，对于前缘应用，实际的机电流体流量控制系统的质量可能高达板条质量的40％，而对于后缘应用的质量可能高达板瓣质量的5％。

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