JP7066481B2 - Rudder surface rattling amount measuring device and method - Google Patents

Description

The present invention relates to a rattling amount measuring device and a method for the control surface of an aircraft.

The control surface of aircraft in recent years is an unbalanced control surface that ensures aeroelastic stability with either one or both of holding rigidity and actuator damping for the purpose of weight reduction (adjusted mass to prevent aeroelastic instability). A control surface (not attached) is adopted, and sufficient holding rigidity and damping that are stable in aeroelastic design are set for the specified flight area.

On the other hand, on the rudder surface of the actual aircraft, the rudder angle in the rudder surface rotation direction is not a little loose (play) due to the manufacturing tolerance and assembly tolerance of actuators, connecting structural members, etc., so-called rattling of the rudder surface. Since there is (freeplay, backlash; hereinafter referred to as rudder surface backlash), the rudder surface becomes aeroelastically unstable (coupling flutter occurs) due to the decrease in holding rigidity within the range of this control surface backlash. , Free play-induced vibration is generated due to the backlash of the control surface.

Regarding the handling of such aeroelastic instability events due to rudder surface backlash, the Civil Aviation Bureau has issued air resistance certification requirements by regulation, and maintenance is performed so that the rudder surface backlash does not exceed the specified value during aircraft operation. Management (management based on the concept of CBM: Condition Based Maintenance as well as LCM: Life Cycle Maintenance) is required.

The following Patent Document 1 is disclosed as a monitoring device and method for the control surface of an aircraft. In this Patent Document 1, the control surface related to the amount of control surface backlash is not directly measured. The change in the rotational frequency is measured to indirectly detect the change in the amount of backlash on the control surface.

US Patent Application Publication No. 2007/0173988

The device and method disclosed in Patent Document 1 above indirectly detect a change in the amount of backlash on the control surface, and in order to maintain and manage the amount of backlash on the control surface so as not to exceed a specified value, the control surface It is desirable to directly measure the amount of backlash.

Here, a conventional device and method for directly measuring the amount of backlash on the control surface will be described with reference to FIGS. 9 to 11. Here, as shown in FIGS. 9 and 10, the stabilizer 51 of the aircraft 50 is targeted for measurement, and therefore, a dial gauge 53 is installed on the upper surface of the stabilizer 51 away from the hinge line 52. In FIG. 9, when the front end 51a of the stabilizer 51 is raised and the rear end 51b is lowered, the load position of the load 54 shown by the solid line is set, and the control surface movement amount by the dial gauge 53 is measured while changing the load load amount. Then, when lowering the front end 51a and raising the rear end 51b, the load position of the load 54 shown by the dotted line is set, and the control surface movement amount by the dial gauge 53 is measured while changing the load load amount.

When such measurement is performed, a graph showing the relationship between the load load amount (vertical axis) and the control surface movement amount (horizontal axis) shown in FIG. 11, that is, the relationship between the load load amount and the rudder angle change amount is shown. You can get the graph. In the graph shown in FIG. 11, in the region between the position C1 of the graph A where the load load amount is 0 and the position C2 of the graph B where the load load amount is 0, the load load amount with respect to the steering angle change amount is 0. The area between the position C1 and the position C2 can be measured as the control surface backlash amount C.

The devices and methods described with reference to FIGS. 9 to 11 can measure the amount of backlash C on the control surface, but have the following problems.
(1) Since it is necessary to install the device on the control surface, a scaffolding is required and work at a high place is forced.
(2) The device and method for applying a load to the rudder surface of the actual aircraft and measuring the amount of change in the rudder angle is simple, but the device is large-scale, scaffolding is required, and preparation work is time-consuming. Will end up.
(3) There is a need for a load-bearing method that does not cause elastic deformation of the blade itself, and it is necessary to set an appropriate load-bearing amount according to the rigidity of the part.
(4) There is a demand to reduce the cost for managing the amount of backlash on the control surface as much as possible, but it is difficult to reduce the cost because the preparatory work takes time and the work is performed at a high place.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a rudder surface rattling amount measuring device and method capable of simplifying work, reducing work man-hours, and reducing costs. ..

The rattling amount measuring device for the control surface according to the first invention for solving the above problems is
The first and second actuators that steer the same control surface of the aircraft,
A drive unit that acquires the stroke values of the first and second actuators and drives the first and second actuators, respectively.
It has a measuring unit that measures the amount of rattling of the control surface using the driving unit.
The measuring unit
The second actuator is not driven, and the second actuator is not driven.
The first actuator is driven in one direction, the stroke value of the second actuator changes in one direction following the movement of the control surface, and then the first actuator is driven in the other direction. , The stroke value of the first actuator when changing from the one direction to the other direction is acquired as the first stroke value.
After driving the first actuator in the other direction, the stroke value of the second actuator follows the movement of the control surface and begins to change in the other direction. Obtain the stroke value as the second stroke value and
It is characterized in that the difference between the first stroke value and the second stroke value is obtained as the sum of the rattling amounts of the first and second actuators with respect to the control surface.

The rattling amount measuring device for the control surface according to the second invention for solving the above problems is
In the control surface rattling amount measuring device according to the first invention.
The drive unit
The rudder angle is acquired from the rudder angle sensor that detects the rudder angle of the rudder surface.
The measuring unit
After driving the first actuator in the other direction, the stroke value of the first actuator when the steering angle of the control surface starts to change in the other direction is acquired as the third stroke value. ,
The difference between the first stroke value and the third stroke value is obtained as the amount of rattling of the first actuator with respect to the control surface.
It is characterized in that the difference between the third stroke value and the second stroke value is obtained as the amount of rattling of the second actuator with respect to the control surface.

The rattling amount measuring device for the control surface according to the third invention for solving the above problems is
In the control surface rattling amount measuring device according to the first or second invention.
The measuring unit
The first actuator is driven back and forth in one direction and the other direction a plurality of times to obtain a plurality of differences.

The rattling amount measuring device for the control surface according to the fourth invention for solving the above problems is
In the control surface rattling amount measuring device according to any one of the first to third inventions.
The measuring unit is characterized by having a warning unit that calls attention when the difference or the maximum value of the plurality of differences exceeds a predetermined value.

The rattling amount measuring device for the control surface according to the fifth invention for solving the above problems is
In the control surface rattling amount measuring device according to any one of the first to fourth inventions.
The measuring unit is characterized in that it is incorporated in any one of the driving unit, the maintenance terminal for servicing the aircraft, and the operation terminal of the cockpit of the aircraft.

The method for measuring the amount of rattling of the control surface according to the sixth invention for solving the above problems is
The second actuator among the first and second actuators that steer the same control surface of the aircraft is not driven.
The first actuator is driven in one direction, the stroke value of the second actuator changes in the one direction following the movement of the control surface, and then the first actuator is driven in the other direction. The stroke value of the first actuator when changing from the one direction to the other direction is acquired as the first stroke value.
After driving the first actuator in the other direction, the stroke value of the second actuator follows the movement of the control surface and begins to change in the other direction. Obtain the stroke value as the second stroke value and
It is characterized in that the difference between the first stroke value and the second stroke value is obtained as the sum of the rattling amounts of the first and second actuators with respect to the control surface.

The method for measuring the amount of rattling of the control surface according to the seventh invention for solving the above problems is
In the method for measuring the amount of rattling of the control surface according to the sixth aspect of the invention,
After driving the first actuator in the other direction, the stroke value of the first actuator when the steering angle of the control surface starts to change in the other direction is acquired as the third stroke value.
The difference between the first stroke value and the third stroke value is obtained as the amount of rattling of the first actuator with respect to the control surface.
It is characterized in that the difference between the third stroke value and the second stroke value is obtained as the amount of rattling of the second actuator with respect to the control surface.

The method for measuring the amount of rattling of the control surface according to the eighth invention for solving the above problem is
In the method for measuring the amount of rattling of the control surface according to the sixth or seventh invention.
The first actuator is driven back and forth in one direction and the other direction a plurality of times to obtain a plurality of differences.

The method for measuring the amount of rattling of the control surface according to the ninth invention for solving the above problems is
In the method for measuring the amount of rattling of the control surface according to any one of the sixth to eighth inventions.
It is characterized in that an alert is issued when the maximum value of the difference or a plurality of the differences exceeds a predetermined value specified in advance.

According to the present invention, the amount of rattling of the control surface can be measured by using the first and second actuators for steering the control surface, so that the measurement work itself can be simplified and the work man-hours can be reduced. , Cost can be reduced.

It is a schematic diagram which shows an example of embodiment of the rattling amount measuring apparatus of the control surface which concerns on this invention. It is a figure explaining the measurement procedure of the rattling amount measuring apparatus of the control surface shown in FIG. 1, and is the sectional view which shows the initial state of the actuator. It is a figure explaining the measurement procedure of the rattling amount measuring apparatus of the control surface shown in FIG. 1, and is the cross-sectional view which shows the state which extended the 1st actuator and started to push the control surface by the 1st actuator. be. It is a figure explaining the measurement procedure of the rattling amount measuring apparatus of the control surface shown in FIG. 1, in which the first actuator was further extended, and the second actuator began to extend following the movement of the control surface. It is sectional drawing which shows the state. It is a figure explaining the measurement procedure of the rattling amount measuring apparatus of the control surface shown in FIG. It is a figure. It is a figure explaining the measurement procedure of the rattling amount measuring apparatus of the control surface shown in FIG. 1, in which the first actuator was further contracted, and the second actuator began to contract following the movement of the control surface. It is sectional drawing which shows the state. It is a graph which shows the relationship between the stroke value measured by the apparatus shown in FIG. 1, a steering angle (vertical axis), and time (horizontal axis). It is a graph which shows the relationship between the stroke value (vertical axis) and time (horizontal axis) measured by the apparatus shown in FIG. 1 without using a rudder angle sensor. It is a perspective view of an aircraft. It is a schematic diagram explaining the conventional apparatus and method for measuring a rudder surface backlash amount. It is a graph which shows the relationship between the load load amount (vertical axis) and the control surface movement amount (horizontal axis) measured by the apparatus and method shown in FIG.

Hereinafter, embodiments of the control surface rattling amount measuring device and method according to the present invention will be described with reference to the drawings.

[Example 1]
FIG. 1 is a schematic view showing a rattling amount measuring device for a control surface of this embodiment. 2 to 6 are views for explaining the measurement procedure of the rattling amount measuring device for the control surface shown in FIG. 1, FIG. 2 is a sectional view showing an initial state of the actuator, and FIG. 3 is a sectional view showing an initial state of the actuator. A cross-sectional view showing a state in which the first actuator is extended and the control surface is started to be pushed by the first actuator. FIG. 4 is a second actuator in which the first actuator is further extended and follows the movement of the control surface. 5 is a cross-sectional view showing a state in which the first actuator is contracted, and FIG. 5 is a cross-sectional view showing a state in which the control surface is started to be returned by the first actuator, and FIG. 6 is a cross-sectional view showing the first actuator. It is sectional drawing which shows the state which the 2nd actuator started to shrink by further shrinking and following the movement of the control surface. Further, FIG. 7 is a graph showing the relationship between the stroke value measured by the apparatus shown in FIG. 1 and the steering angle (vertical axis) and time (horizontal axis), and FIG. 8 shows the use of a steering angle sensor. It is a graph which shows the relationship between the stroke value (vertical axis) and time (horizontal axis) measured by the apparatus shown in FIG.

First, the configuration of the control surface drive device will be described with reference to FIGS. 1 to 6, and then the configuration of the control surface rattling amount measuring device of the present embodiment will be described.

The wing of the aircraft body, for example, the stabilizer is provided with a girder (spar) 10 as a support member thereof, and the control surface 20 is rotatably supported by the girder 10. Further, the girder 10 is provided with two actuators 11A and 11B having the same configuration (specifications) for steering the same control surface 20, and the actuators 11A and 11B are rotatably supported by the hinge 14. .. Further, the actuators 11A and 11B have piston rods 12A and 12B, respectively, and the piston rods 12A and 12B are expanded and contracted, respectively, according to a control value from the actuator drive device 30 (drive unit) described later.

Here, of the two actuators 11A and 11B, the actuator 11A (first actuator) is set as the active for driving, the actuator 11B (second actuator) is used as the standby for backup, and the active actuator 11A is driven. And the standby actuator 11B is used for the damper. Note that active and standby may be reversed, or both may be active. Further, the actuators 11A and 11B may be hydraulic or electric.

The control surface 20 is rotatably supported by the hinge 21, and the hinge 21 is supported by the girder 10. Further, the steering surface 20 is provided with a steering angle sensor 22, and when the steering surface 20 rotates due to expansion and contraction of the piston rods 12A and 12B, the steering angle is detected by the steering angle sensor 22.

The piston rods 12A and 12B of the actuators 11A and 11B and the control surface 20 are connected by links 13A and 13B, pin receivers 23A and 23B, and pins 24A and 24B. Specifically, the links 13A and 13B are provided at the tips of the piston rods 12A and 12B, and two pairs of pin receivers 23A and 23B are provided on the control surface 20 facing the links 13A and 13B. The link 13A is inserted inside the pin receiver 23A, and the link 13B is inserted inside the pair of pin receivers 23B. The links 13A and 13B and the pin receivers 23A and 23B are provided with insertion holes for inserting the pins 24A and 24B. By inserting the pins 24A and 24B into the insertion holes, the links 13A and the pin receivers 23A can be inserted. Is connected, and the link 13B and the pin receiver 23B are connected.

When the actuator drive device 30 controls the control surface 20 to a desired steering angle, the stroke values of the piston rods 12A and 12B detected by the actuators 11A and 11B and the steering angle detected by the steering angle sensor 22 Is calculated, and the control value for the actuators 11A and 11B is calculated based on the acquired stroke value and steering angle, and the actuators 11A and 11B are driven by expanding and contracting the piston rods 12A and 12B according to this control value. Therefore, the control surface 20 is steered (controlled) to a desired steering angle, whereby the control surface 20 rotates in the direction of the arrow shown in FIG.

In this way, the actuator drive device 30 steers the control surface 20, but as described above, the actuators 11A and 11B are formed by the connecting structural members including the links 13A and 13B, the pin receivers 23A and 23B and the pins 24A and 24B. Since the control surface 20 is connected to the control surface 20, the control surface backlash will occur due to the manufacturing tolerances and assembly tolerances of the actuators 11A and 11B, the connecting structural members, etc., and the control surface backlash amount does not exceed the predetermined value. It is necessary to maintain it.

Therefore, the rudder surface rattling amount measuring device of this embodiment will be described later by using the above-mentioned actuators 11A and 11B, the rudder angle sensor 22, and the actuator drive device 30 which are already mounted on the airframe. It has a measuring unit 31 that measures the amount of backlash on the control surface by carrying out the measuring procedure. Further, the measuring unit 31 may be provided with a warning unit 32 that calls attention to maintenance required when the amount of backlash on the control surface exceeds a specified value. Although the measuring unit 31 is incorporated in the actuator drive device 30 here, the measuring unit 31 may be incorporated in a maintenance terminal or a cockpit operation terminal described later, and the alerting unit 32 is a measuring unit. As a configuration independent of 31, it may be incorporated in the actuator drive device 30, a maintenance terminal or an operation terminal described later.

Next, with reference to FIGS. 2 to 8, the measurement procedure of the rattling amount measuring device for the control surface of this embodiment will be described. Here, as described above, the actuator 11A is active and the actuator 11B is on standby (active-standby method), the actuator 11B is not actively driven, and the control surface 20 driven by the actuator 11A is used. It will follow and move. Even when both the actuators 11A and 11B are active (active-active method), for example, the actuator 11B is not actively driven (drive and control are turned off), and the control surface 20 driven by the actuator 11A is followed. If the actuator 11B is moved, the measurement can be performed by the same procedure as the measurement procedure described below.

First, in the initial state of the actuators 11A and 11B, as shown in FIG. 2, between the link 13A and the pin 24A, between the pin 24A and the pin receiver 23A, between the link 13B and the pin 24B, and between the pin 24B and the pin. There is a gap between the receiver 23B and the receiver 23B, or even if they are in contact with each other, no force is applied. This is the state at time T0 in FIG. 7. In FIG. 7, the solid line indicates the stroke value of the piston rod 12A of the active actuator 11A (hereinafter referred to as the stroke value Sa on the active side), and the broken line indicates the stroke value of the piston rod 12B of the standby actuator 11B (hereinafter referred to as the stroke value Sa). Hereinafter, it is referred to as a stroke value Ss on the standby side), and the dotted line indicates the steering angle of the control surface 20 (hereinafter, referred to as a steering angle Ar). Further, the stroke value Sa on the active side at time T0 is set to Sa0.

From the state shown in FIG. 2, as shown in FIG. 3, the actuator 11A is driven in the forward direction (one direction) to extend the piston rod 12A (arrow P1). Then, as shown in FIG. 7, during the time T0 to the time T1, even if the stroke value Sa on the active side increases, the stroke value Ss on the standby side does not change due to the backlash of the control surface on the active actuator 11A side. , The rudder angle Ar does not change either. However, at the time point T1, the rudder angle Ar begins to increase. Explaining the time point of time T1 with reference to FIG. 3, the link 13A pushes the pin 24A, the pin 24A pushes the pin receiver 23A, and the actuator 11A starts pushing the control surface 20.

Then, from the state shown in FIG. 3, as shown in FIG. 4, the actuator 11A is further driven in the forward direction to further extend the piston rod 12A (arrow P2). Then, as shown in FIG. 7, during the time T1 to the time T2, when the stroke value Sa on the active side further increases, the steering angle Ar also increases, but due to the backlash of the steering surface on the standby actuator 11B side, the standby side The stroke value Ss of is unchanged. However, at the time point T2, the stroke value Ss on the standby side begins to increase. Explaining the time point of time T2 with reference to FIG. 4, the movement of the control surface 20 by the piston rod 12A of the active actuator 11A causes the pin receiver 23B to pull the pin 24B, the pin 24B to pull the link 13B, and the rudder. The surface 20 starts pulling the piston rod 12B (arrow P3), that is, the actuator 11B starts to follow and move.

After that, from the state shown in FIG. 4, the actuator 11A is further driven in the forward direction to extend the piston rod 12A to a predetermined stroke value set in advance, that is, to the time point T3 shown in FIG. Then, as shown in FIG. 7, during the period from the time T2 to the time T3, the steering angle Ar increases and the stroke value Ss on the standby side also increases in accordance with the increase in the stroke value Sa on the active side. During this period, the link 13A and the pin 24A, the pin 24A and the pin receiver 23A, the link 13B and the pin 24B, and the pin 24B and the pin receiver 23B are in the state shown in FIG. The predetermined stroke value corresponds to the maximum value in the steering angle range of the steering surface 20 set in advance.

Depending on the initial state of the actuators 11A and 11B, the start of the standby actuator 11B will be delayed from the start of the active actuator 11A, but at time T2, as shown in FIG. 4, the link 13A and the pin in the actuator 11A. There is no play between the 24A, the pin 24A and the pin receiver 23A, the link 13B and the pin 24B in the actuator 11B, and the pin 24B and the pin receiver 23B. Will be. Therefore, as shown in FIG. 7, during the period from the time T2 to the time T3, the stroke value Ss on the standby side also increases following the increase in the stroke value Sa on the active side.

After extending the piston rod 12A to a predetermined stroke value, the actuator 11A is driven in the return direction (other direction) opposite to the forward direction to contract the piston rod 12A (arrow P4). Then, as shown in FIG. 7, during the period from time T3 to time T4, even if the stroke value Sa on the active side decreases, the stroke value Ss on the standby side changes due to the backlash of the control surface on the active actuator 11A side. The rudder angle Ar does not change either. However, at time T4, the rudder angle Ar begins to decrease. Explaining the time point of time T4 with reference to FIG. 5, the link 13A pulls the pin 24A, the pin 24A pulls the pin receiver 23A, and the actuator 11A starts to return the control surface 20.

Here, since the rudder angle Ar does not change from the time T3 to the time T4, the first stroke value Sa1 on the active side at the time of time T3 and the third stroke value Sa3 on the active side at the time of time T4 The displacement difference with the active actuator 11A is the amount of backlash Ga on the control surface of the active actuator 11A. That is, Ga = Sa1-Sa3.

Then, from the state shown in FIG. 5, as shown in FIG. 6, the actuator 11A is further driven in the return direction to further contract the piston rod 12A (arrow P5). Then, as shown in FIG. 7, during the time T4 to the time T5, when the stroke value Sa on the active side further decreases, the steering angle Ar also decreases further, but due to the backlash of the steering surface on the standby actuator 11B side, the standby side The stroke value Ss of is unchanged. However, at the time point T5, the stroke value Ss on the standby side begins to decrease. Explaining the time point of time T5 with reference to FIG. 6, the movement of the control surface 20 by the piston rod 12A of the active actuator 11A causes the pin receiver 23B to push the pin 24B, the pin 24B to push the link 13B, and the control surface. 20 is a state in which the piston rod 12B is started to be pushed (arrow P6), that is, a state in which the actuator 11B is following and starting to move.

Here, since the stroke value Ss on the standby side does not change from the time T3 to the time T5, the first stroke value Sa1 on the active side at the time of time T3 and the second stroke value Ss on the active side at the time of time T5 The displacement difference from the stroke value Sa2 is the total amount of control surface backlash G, which is the sum of the control surface backlash amount Ga of the active actuator 11A and the control surface backlash amount of the standby actuator 11B. That is, G = Sa1-Sa2.

Therefore, assuming that the amount of backlash on the control surface of the standby actuator 11B is Gb, it can be obtained as Gb = G—Ga. In other words, Gb = G-Ga = (Sa1-Sa2)-(Sa1-Sa3) = Sa3-Sa2, and the third stroke value Sa3 on the active side at the time T4 and the active side at the time T5. The displacement difference from the second stroke value Sa2 makes the control surface backlash of the standby actuator 11B Gb. It should be noted that the above-mentioned control surface backlash amounts Ga and Gb are obtained by reversing the active and the standby, that is, by setting the actuator 11A as the standby and the actuator 11B as the active in the measurement procedure described here. You can also.

After that, from the state shown in FIG. 6, the actuator 11A is further driven in the return direction, and the piston rod 12A is contracted until the stroke value Sa on the active side becomes Sa0. Assuming that the time point of the stroke value Sa0 is the time T6, as shown in FIG. 7, from the time T5 to the time T6, the steering angle Ar also decreases following the decrease of the stroke value Sa on the active side, and the standby side. The stroke value Ss of is also reduced. During this period, the link 13A and the pin 24A, the pin 24A and the pin receiver 23A, the link 13B and the pin 24B, and the pin 24B and the pin receiver 23B are in the state shown in FIG.

Here, the measurement procedure in FIG. 7 will be organized and described below. As a premise, the actuator 11B is not actively driven.
(1) The actuator 11A is driven in the forward direction, the stroke value Ss of the actuator 11B changes in the forward direction following the movement of the control surface 20, and then the actuator 11A is driven in the backward direction to move from the forward direction to the return direction. The stroke value Sa of the actuator 11A at the time of the change is acquired as the first stroke value Sa1.
(2) After driving the actuator 11A in the return direction, the stroke value Sa of the actuator 11A when the steering angle Ar of the control surface 20 starts to change in the return direction is acquired as the third stroke value Sa3.
(3) After further driving the actuator 11A in the return direction, the stroke value Sa of the actuator 11A when the stroke value Ss of the actuator 11B starts to change in the return direction following the movement of the control surface 20 is the second stroke. Obtained as the value Sa2.
(4) The total amount of rudder backlash G, which is the difference between the acquired first stroke value Sa1 and the second stroke value Sa2, is obtained, and the difference between the acquired first stroke value Sa1 and the third stroke value Sa3 is used. Find a certain amount of backlash Ga on the control surface. Further, the control surface backlash amount Gb, which is the difference between the total amount of control surface backlash G and the control surface backlash amount Ga (difference between the third stroke value Sa3 and the second stroke value Sa2), is obtained.

In the control surface rattling amount measuring device of this embodiment, the piston rod 12A of the active actuator 11A is reciprocated by the measurement procedure described above, and the stroke value Sa on the active side is changed and the stroke value on the standby side is changed. The change of Ss and the change of the rudder angle of the rudder surface 20 are acquired. This round trip is within the rudder angle range including the normal area of the rudder surface 20. Further, this round trip may be one round trip, but as shown in FIG. 7, two or more round trips may be performed. Gb may be obtained by statistical processing (for example, maximum value, average value, etc.) to improve the reliability of measurement.

As shown in FIG. 7, by using the rudder angle sensor 22 to measure the rudder angle Ar at the same time, not only the total amount of rudder surface play G but also the amount of rudder surface backlash Ga of the active actuator 11A and the standby The rudder surface backlash amount Gb of the actuator 11B can also be measured, but even when the rudder angle sensor 22 is not used, the graph showing the relationship between the stroke value (vertical axis) and time (horizontal axis) shown in FIG. 8 is shown. Can be measured. In this case, the control surface backlash amount Ga of the active actuator 11A and the control surface backlash amount Gb of the standby actuator 11B cannot be measured, but the total control surface backlash amount G can be measured in the same manner as described in FIG. can.

The measurement procedure shown in FIG. 8 will also be summarized below. Again, as a premise, the actuator 11B is not actively driven.
(1) The actuator 11A is driven in the forward direction, the stroke value Ss of the actuator 11B changes in the forward direction following the movement of the control surface 20, and then the actuator 11A is driven in the backward direction to move from the forward direction to the return direction. The stroke value Sa of the actuator 11A at the time of the change is acquired as the first stroke value Sa1.
(2) After driving the actuator 11A in the return direction, the stroke value Sa of the actuator 11A when the stroke value Ss of the actuator 11B starts to change in the return direction following the movement of the control surface 20 is the second stroke value. Acquired as Sa2.
(3) The total amount of backlash G on the control surface, which is the difference between the acquired first stroke value Sa1 and the second stroke value Sa2, is obtained.

As shown in FIGS. 7 and 8, if there is a backlash on the control surface, the start of the standby actuator 11B is delayed by the amount of play on the control surface from the start of the active actuator 11A. A displacement difference occurs between the stroke value Ss and the rudder surface backlash. The rudder surface rattling amount measuring device of this embodiment pays attention to the displacement difference caused by such a rudder surface backlash amount, and measures the displacement difference by performing the measurement as shown in FIGS. 7 and 8. The total amount of rudder surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb are obtained from the measured displacement difference.

Then, the measurement unit 31 measures such a total amount of rudder surface backlash G, a rudder surface backlash amount Ga, and a rudder surface backlash amount Gb, and the total rudder surface backlash amount G, the rudder surface backlash amount Ga, and the rudder surface backlash amount Gb are specified. When the value is exceeded or a tendency over time that is expected to exceed the specified value is shown, the measurement unit 31 sends a warning signal to the warning unit 32, and the caution unit 32 requires maintenance. The arousal is displayed. For this purpose, the measuring unit 31 or the alerting unit 32 further includes a storage unit that stores the measurement results of the total amount of rudder surface backlash G, the rudder surface backlash amount Ga, and the control surface backlash amount Gb measured so far. You may. As a result, it is possible to maintain and manage the total amount of rudder surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb so as not to exceed the specified values.

By using the control surface rattling amount measuring device of this embodiment and measuring according to the above-mentioned measurement procedure, the control surface backlash amount is not different from the conventional measuring device and method shown in FIG. The inventors of the present application have already demonstrated that it can be obtained.

In aircraft, the control surface control system is made multiple redundant to ensure safety. Normally, one control surface is provided with multiple actuators that can be controlled independently, and each actuator has a stroke value. Is equipped with a function to measure and transmit to the control system. Further, a steering angle sensor for detecting the steering angle of the steering surface is also usually provided. That is, the control surface rattling amount measuring device of the present embodiment can provide a means for measuring the control surface backlash amount by using the existing configuration normally equipped in the airframe as described above. can. Therefore, unlike the conventional measuring device and method shown in FIG. 10, it is not necessary to prepare for the installation of a large-scale device, the work preparation time for measurement can be significantly reduced, and the work preparation time for measurement can be significantly reduced. Work is no longer required, and you will not be forced to work at heights. That is, the measurement work itself can be simplified, the work man-hours can be reduced, and the cost can be reduced.

In the rattling amount measuring device of the control surface of this embodiment, the above-mentioned measurement procedure is prepared in advance in the measurement unit 31 as a measurement mode (program). In this measurement mode, the active actuator 11A is automatically reciprocated a plurality of times within a predetermined stroke range. For example, as shown in FIGS. 7 and 8, the actuator 11A is driven in a triangular wave within a predetermined stroke range (stroke value Sa0 to Sa1) in a specified time (time T0 to T6), and the actuator 11A is reciprocated a plurality of times by the triangular wave drive. It is automatically controlled to do so. The predetermined stroke range (range of stroke values Sa0 to Sa1) driven by the triangular wave corresponds to the steering angle range of the control surface 20 set in advance.

As shown in FIG. 1, the measurement unit 31 and the alert unit 32 described above may be incorporated in the actuator drive device 30, or may be incorporated in a maintenance terminal for servicing an aircraft or an operation terminal in an aircraft cockpit. In either case, it will be useful for aircraft maintenance and health monitoring, as described below.

For example, at the actual maintenance site of the aircraft, by activating the above measurement mode on the maintenance terminal or operation terminal, the amount of rudder surface backlash can be measured as follows, and further maintenance is required, which is useful for formulating a maintenance plan. You can receive the alert information of. Here, as a premise, it is assumed that a maintenance terminal that can communicate with the actuator drive device 30 when connected to the communication terminal of the airframe is used, or a cockpit operation terminal that communicates with the actuator drive device 30 is used.

(1) The maintenance person instructs the actuator drive device 30 to start the measurement mode by the maintenance terminal or the operation terminal.
(2) The actuator drive device 30 activates the measurement mode prepared in the measurement unit 31, and the measurement unit 31 automatically acquires the stroke value Sa on the active side, the stroke value Ss on the standby side, and the steering angle Ar. , Total amount of control surface backlash G, control surface backlash amount Ga, and control surface backlash amount Gb are obtained.
(3) The measuring unit 31 of the actuator drive device 30 determines when the total amount of rudder surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb exceed the specified values or is expected to exceed the specified values over time. When a tendency is shown, a warning signal is transmitted to the warning unit 32, and the warning unit 32 displays a warning for maintenance required on the maintenance terminal or the operation terminal.

The measuring unit 31 of the actuator drive device 30 measures only the stroke value Sa on the active side, the stroke value Ss on the standby side, and the rudder angle Ar and outputs them to the maintenance terminal or the operation terminal, and outputs the maintenance terminal or the operation. The terminal side may obtain the total amount of backlash on the control surface G, the amount of backlash on the control surface Ga, and the amount of backlash on the control surface Gb, and display the alert.

Further, instead of the output to the maintenance terminal or the operation terminal, an output terminal capable of outputting the output from the actuator drive device 30 (stroke value Sa on the active side, stroke value Ss on the standby side and rudder angle Ar) is provided in advance on the aircraft. An oscilloscope or the like is connected to this output terminal, and the outputs of the stroke value Sa on the active side, the stroke value Ss on the standby side, and the rudder angle Ar are output by the oscilloscope or the like as graphs shown in FIGS. 7 and 8. The total amount of backlash on the control surface G, the amount of backlash on the control surface Ga, and the amount of backlash on the control surface Gb may be obtained from the graph. In particular, by providing the output terminal in the vicinity of the actuators 11A, 11B or the control surface 20, the state of the control surface 20 can be directly visually recognized and measured.

Further, in addition to carrying out the above-mentioned maintenance on a regular basis, health monitoring may be carried out during or before and after the flight by using the operation terminal as follows. Here, as a premise, the operation terminal of the cockpit that communicates with the actuator drive device 30 is used.

(1) The above measurement mode is automatically activated by the operation terminal during the flight or before and after the flight. For example, during a flight, the measurement mode may be automatically activated any number of times as long as the air force to the control surface 20 becomes zero, and monitoring may be performed throughout the flight. Further, the measurement mode may be activated by the operation of the operation terminal by the pilot.
(2) The active side stroke value Sa, the standby side stroke value Ss, and the rudder angle Ar acquired by the actuator drive device 30 are output to the operation terminal, and the total amount of control surface backlash G, control surface backlash amount Ga, and rudder angle Ar are output to the operation terminal. The amount of surface play Gb is obtained and automatically recorded in the operation terminal. In the case of a flight, the maximum values of the total amount of rudder surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb measured multiple times during one flight are automatically set to the operation terminal for the reason described later. Record in.
(3) The total amount of rudder surface backlash G, the amount of rudder surface backlash Ga, and the amount of rudder surface backlash Gb recorded in the operation terminal gradually increase for each flight, and the total amount of rudder surface backlash G, the amount of rudder surface backlash Ga, and the amount of rudder surface backlash are When Gb exceeds the specified value or shows a tendency over time that is expected to exceed the specified value, a warning for maintenance is displayed on the operation terminal.

Here, during flight, the active actuator 11A and the standby actuator 11B normally hit one side toward the same end of the control surface backlash due to the aerodynamic force on the control surface 20, so that the stroke value Sa on the active side The difference between the stroke value Ss on the standby side and the stroke value Ss on the standby side is zero or a small value. Therefore, the total amount of control surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb measured in this state are also smaller than in the state where the aerodynamic force is zero. However, depending on the flight conditions, there is a timing when the aerodynamic force becomes zero, and the control surface 20 becomes free within the range of the control surface backlash. The total amount of rudder backlash G, the amount of rudder surface backlash Ga, and the amount of rudder surface backlash Gb measured at this time are always larger than in the state where there is air force, and the total amount of rudder surface backlash G, the rudder surface backlash amount Ga, and the rudder To obtain the maximum value of the surface backlash amount Gb, the total amount of control surface backlash G, the control surface backlash amount Ga, and the control surface backlash amount Gb obtained at the time of maintenance described above are equal to or substantially equivalent to each other.

The present invention is suitable for measuring and managing the amount of rattling of the control surface of an aircraft (for example, aileron, elevator, rudder, stabilizer, etc.), and is suitable for periodic maintenance for maintenance of the aircraft in operation. It is useful for health monitoring during flight.

11A, 11B Actuator 12A, 12B Piston rod 13A, 13B Link 20 Steering surface 22 Steering angle sensor 23A, 23B Pin receiver 24A 24B Pin 30 Actuator drive device 31 Measuring unit 32 Attention unit

Claims (9)

The first and second actuators that steer the same control surface of the aircraft,
A drive unit that acquires the stroke values of the first and second actuators and drives the first and second actuators, respectively.
It has a measuring unit that measures the amount of rattling of the control surface using the driving unit.
The measuring unit
The second actuator is not driven, and the second actuator is not driven.
The first actuator is driven in one direction, the stroke value of the second actuator changes in one direction following the movement of the control surface, and then the first actuator is driven in the other direction. , The stroke value of the first actuator when changing from the one direction to the other direction is acquired as the first stroke value.
After driving the first actuator in the other direction, the stroke value of the second actuator follows the movement of the control surface and begins to change in the other direction. Obtain the stroke value as the second stroke value and
The amount of rattling of the control surface, characterized in that the difference between the first stroke value and the second stroke value is obtained as the sum of the amount of rattling of the first and second actuators with respect to the control surface. Measuring device. In the rattling amount measuring device for the control surface according to claim 1,
The drive unit
The rudder angle is acquired from the rudder angle sensor that detects the rudder angle of the rudder surface.
The measuring unit
After driving the first actuator in the other direction, the stroke value of the first actuator when the steering angle of the control surface starts to change in the other direction is acquired as the third stroke value. ,
The difference between the first stroke value and the third stroke value is obtained as the amount of rattling of the first actuator with respect to the control surface.
A control surface rattling amount measuring device, wherein the difference between the third stroke value and the second stroke value is obtained as the rattling amount of the second actuator with respect to the control surface. In the rattling amount measuring device for the control surface according to claim 1 or 2.
The measuring unit
A control surface rattling amount measuring device, characterized in that the first actuator is driven reciprocating in one direction and the other direction a plurality of times to obtain a plurality of differences. The rattling amount measuring device for a control surface according to any one of claims 1 to 3.
The measuring unit is a rudder surface rattling amount measuring device comprising a warning unit that calls attention when the difference or the maximum value of the plurality of differences exceeds a predetermined value. The rattling amount measuring device for a control surface according to any one of claims 1 to 4.
The measuring unit is a rudder surface rattling amount measuring device that is incorporated in any one of the driving unit, the maintenance terminal for servicing the aircraft, and the operation terminal of the cockpit of the aircraft. The second actuator among the first and second actuators that steer the same control surface of the aircraft is not driven.
The first actuator is driven in one direction, the stroke value of the second actuator changes in the one direction following the movement of the control surface, and then the first actuator is driven in the other direction. The stroke value of the first actuator when changing from the one direction to the other direction is acquired as the first stroke value.
After driving the first actuator in the other direction, the stroke value of the second actuator follows the movement of the control surface and begins to change in the other direction. Obtain the stroke value as the second stroke value and
The amount of rattling of the control surface, characterized in that the difference between the first stroke value and the second stroke value is obtained as the sum of the amount of rattling of the first and second actuators with respect to the control surface. Measurement method. In the method for measuring the amount of rattling of the control surface according to claim 6.
After driving the first actuator in the other direction, the stroke value of the first actuator when the steering angle of the control surface starts to change in the other direction is acquired as the third stroke value.
The difference between the first stroke value and the third stroke value is obtained as the amount of rattling of the first actuator with respect to the control surface.
A method for measuring the amount of rattling of the control surface, which comprises obtaining the difference between the third stroke value and the second stroke value as the amount of rattling of the second actuator with respect to the control surface. In the method for measuring the amount of rattling of the control surface according to claim 6 or 7.
A method for measuring the amount of rattling of a control surface, which comprises performing a reciprocating drive in one direction and the other direction a plurality of times with respect to the first actuator to obtain a plurality of differences. The method for measuring the amount of rattling of the control surface according to any one of claims 6 to 8.
A method for measuring the amount of rattling of a control surface, which calls attention when the difference or the maximum value of a plurality of the differences exceeds a predetermined value.

Images