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Spara som favorit. Laddas ned direkt. Skickas inom vardagar specialorder. It provides introductory material on flight dynamics and control to provide the context, and then describes in detail the geometry of the problem.


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The book includes a large section on solution methods, including 'Banks' method', a previously unpublished procedure. The fast dynamics of the aircraft attitude has been given in Eq. And the desired attitude angular rates dynamics is specified by1. Replacing the [p q r]T in the left of Eq. The slow dynamics of the aircraft attitude has been given in Eq. And the desired attitude angular dynamics is similar to Eq. The actuator dynamics can be described as. In a digital flight control system, it is reasonable to transform the actuator constraints from Eq.

The dynamic control allocation can be expressed as the following sequential quadratic-programming problem if no actuators are saturated. Lemma 1. Then, Eq. The stability for the closed-loop dynamic control allocation system is of significant importance. In order to validate the stability, the input-output relation of closed-loop dynamic control allocation is given in the following text. The input-output relation of closed-loop dynamic control allocation is obtained according to the z transform of Eq.

Reconfigurable control allocation against aircraft control effector failures

In this part, we consider the stability for closed-loop dynamic allocation when the actuators are healthy. Lemma 2 Schur Lemma. Given A 2 Rnxn with eigenvalues ki, k. And we have. Theorem 1.

Model Predictive Control in MATLAB and Python

Let the closed form solution to Eq. The characteristic equation is. And the system is stable if any of the closed-loop characteristic roots lie inside the unit circle. The stability condition for closed-loop control allocation is given in Theorem 1 when the actuators are healthy. However, the actuators of an aircraft can be affected by many types of failures in the flight missions. And there are two typical failures.

Aircraft Control Allocation

Both of them are considered here. The control signal d t input to the plant, output of the actuator can be described as the following formula to incorporate the actuator failures. In the presence of the actuator loss of effectiveness failure, the actual moment increment DM k will be changed. Considering Eqs. We can see from Eq. And the changed control effectiveness matrix Bf can be written as. Substituting Eq. Assumption 2. Corollary 1. The actuator loss of effectiveness failure happens. The actual control effectiveness matrix changes in the presence of the actuator loss of effectiveness failure; however, the stability of the closed-loop system is desired.

In the presence of the actuator lock-in-place failure, the actuator i is stuck at the degree wt. It is equivalent to adding the disturbance to the actual moment increment DM k. Corollary 2.

Aircraft Control Allocation by Wayne Durham, Kenneth A. Bordignon, Roger Beck - ucycefexumom.ga

The actuator lock-in-place failure happens. If the eigenvalues kU of the matrix Vu k satisfy the following formula:. And according to Eqs.

In addition, we can derive a according to Eqs. The aerodynamic parameters are shown in Table 1, while the wing-planform and inertia parameters are shown in Table 2. These parameters are derived from both Ref. The control inputs consist of the deflections for the left aileron daL, the right aileron daR, the left rudder drL and the right rudder drR in the lateral direction. And the canard dc and ele-. The simulation model includes the moment, force, kinematic and navigation equations in Eqs.


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And the specific aerodynamic force and moment coefficients of the CRW in the fixed-wing mode are given by. The actuator dynamic is simplified to produce a simple first-order lag filter. The aileron, rudder, canard and elevator dynamics used in the simulation are described as. The canard actuator is faster than the elevator, whereas it is beneficial not to deflecting the canard at all to achieve low drag at trimmed flight.

Thus, the canard is used to achieve the fast initial aircraft response, while the elevator is used solely at the trimmed flight. And we select the following constant matrix:. However, the actual control effectiveness matrix Br changes when the actuator failures happen. According to Theorem 1, the designed closed-loop dynamic control allocation is stable.

The two methods have the similar attitude tracking performance and actuator responses when there are no actuator failures. And the canard deflections are zero in steady state for. However, there is shorter rise time in the yaw response, and there is smaller effect on the roll response when the yaw angle changes using the closed-loop dynamic control allocation method in Fig. And there are smaller overshot and shorter settling time in the pitch response for the closed-loop dynamic control allocation.

Two failure cases are considered; however, there is no fault detection subsystem to identify the actuator failures in this research. We suppose the longitudinal- and lateral-directional equations are decoupled, and there is only one actuator which has only one type failure in one simulation. Therefore, the simulations of the different types of actuator failures in longitudinal direction and those in lateral direction are performed respectively.

The actual control effectiveness matrices, Br lon e R1x2 and Br lat 2 R2x4, change while the design matrix, Blon 2 R1x2 and Blat 2 R2x4, maintain constant after the actuator failure happens. The actuator failure is the loss of effectiveness failure of the elevator deflection in the pitch channel, while the canard is healthy. However, the closed-loop dynamic control allocation maintains.

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