Nonlinear Analysis and Synthesis Techniques for Aircraft Control

367 Pages·2007·6.54 MB·English

by  Matthieu Jeanneau (auth.)

Lecture Notes
in Control and Information Sciences 365
Editors:M.Thoma,M.Morari
Declan Bates, Martin Hagström (Eds.)
Nonlinear Analysis and
Synthesis Techniques for
Aircraft Control
ABC
SeriesAdvisoryBoard
F.Allgöwer,P.Fleming,P.Kokotovic,
A.B.Kurzhanski,H.Kwakernaak,
A.Rantzer,J.N.Tsitsiklis
Editors
DeclanBates
ControlandInstrumentationResearchGroup
DepartmentofEngineering
UniversityofLeicester
U.K.
Email:[email protected]
MartinHagström
Dept.ofAutonomousSystems
SwedishDefenceResearchAgency
16490Stockholm
Sweden
Email:[email protected]
LibraryofCongressControlNumber:2007931119
ISSNprintedition:0170-8643
ISSNelectronicedition:1610-7411
ISBN-10 3-540-73718-9 SpringerBerlinHeidelbergNewYork
ISBN-13 978-3-540-73718-6 SpringerBerlinHeidelbergNewYork
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Preface
Despite many significant advances in the theory of nonlinear control in recent
years, the majority of control laws implemented in the European aerospace in-
dustry are still designed and analysed using predominantly linear techniques
applied to linearised models of the aircrafts’ dynamics. Given the continuous
increase in the complexity of aircraft control laws, and the corresponding in-
crease in the demands on their performance and reliability, industrial control
law designers are highly motivated to explore the applicability of new and more
powerful methods for design and analysis. The successful application of fully
nonlinear control techniques to aircraft control problems offers the prospect of
improvements in several different areas. Firstly, there is the possibility of im-
provingdesign and analysis criteria to more fully reflect the nonlinear nature of
the dynamics of the aircraft. Secondly, the time and effort required on the part
of designers to meet demanding specifications on aircraft performance and han-
dling could be reduced. Thirdly, nonlinear analysis techniques could potentially
reduce the time and resources required to clear flight control laws, and help to
bridge the gap between design, analysis and final flight clearance.
Theaboveconsiderationsmotivatedtheresearchpresentedinthisbook,which
is the result of a three-yearresearcheffortorganisedby the Group for Aeronau-
tical Research and Technology in Europe (GARTEUR). In September 2004,
GARTEUR Flight Mechanics Action Group 17 (FM-AG17) was established
to conduct research on ”New Analysis and Synthesis Techniques for Aircraft
Control”. The group comprised representatives from the European aerospace
industry (EADS Military Aircraft, Airbus and Saab), research establishments
(ONERA France, FOI Sweden, DLR Germany, NLR Netherlands) and univer-
sities (Bristol, DeMontfort, Liverpool and Leicester). FM-AG17 was initially
chaired by Dr. Markus Ho¨gberg of FOI Sweden, and subsequently by Dr. Mar-
tin Hagstr¨om, also of FOI.
TheoverallobjectiveoftheActionGroupwastoexplorenewnonlineardesign
andanalysismethodsthathavethepotentialtoreducethetimeandcostinvolved
with control law development for new aerospace vehicles, while simultaneously
increasingtheperformance,reliabilityandsafetyoftheresultingcontroller.This
VI Preface
objective was to be achieved by investigating the full potential of nonlinear
design and analysis methods on demanding benchmarks developed within the
project, in order to focus the research effort on the issues of most relevance to
industry.Sincenonlinearmethodsgenerallymakemoredemandsonthedesigner
in terms of theoretical backgroundand understanding, a secondary objective of
the group was to present the results obtained in such a way as to clarify the
benefits, limitations and effort required to implement the various techniques in
anindustrialcontext.Overthe courseofthe ActionGroup,twoworkshopshave
been organised to present the results obtained within the project: the first by
FOI in Sweden (2006) and the second by ONERA in Toulouse (2007).
Two industrial benchmarks were developed within the Action Group to pro-
vide challenging and industrially relevant applications for the various nonlinear
controllawdesignandanalysistechniquestobe investigatedinthe project.The
ADMIRE(AerodynamicModelinaResearchEnvironment)benchmarkprovides
a realistic platform for the evaluation of flight control laws for highly manoeu-
vrable aircraft and includes a complete description of the closed-loop dynamics
of a delta-canard aircraft over a wide flight envelope. The Airbus On-Ground
transport aircraft benchmark provides a highly detailed simulation model of
thecomplexdynamicsofalargetransportaircraftduringrollingontherunway.
Foreachofthesebenchmarks,designandanalysischallengeswereformulatedby
theindustrialmembersoftheActionGroup,comprisingadetailedlistofcontrol
problems and specifications which were to be addressed by the various nonlin-
ear techniques explored in the project. Complete details of the two industrial
benchmarks, together with their associatedresearchchallenges are contained in
Part I of this book. Parts II and III of the book describe the application of ad-
vanced nonlinear control techniques to the Airbus and ADMIRE benchmarks,
respectively.Finally,PartIVofthebookcontainsanindustrialevaluationofthe
results of the project, and provides some concluding remarks.
This book is the result of a huge amount of effort on the part of all of the
participants in FM-AG17. The editors are extremely grateful to the academics
who workedthroughgapsinresearchgrantfunding, to the membersof national
researchlaboratorieswhoworkedthroughincreasinglystringentbudgetarylimi-
tationsandtotheindustrialparticipantswhoworkedthroughtheirweekendsto
ensure the timely completion of this book. All of the participants in the Action
Group would also like to express their thanks to the industrial and academic
evaluators from outside the group who have contributed to this work through
their constructive comments and reviews.
May 2007 Declan G. Bates
Martin Hagstro¨m
Contents
PartI: BenchmarksandDesignandAnalysisChallenges
1 TheAIRBUSOn-GroundTransportAircraftBenchmark
MatthieuJeanneau ................................................. 3
2 On-GroundTransport AircraftNonlinear ControlDesign and
AnalysisChallenges
MatthieuJeanneau ................................................. 25
3 TheADMIREBenchmarkAircraftModel
MartinHagstro¨m .................................................. 35
4 NonlinearFlightControlDesignandAnalysisChallenge
FredrikKarlsson................................................... 55
PartII: ApplicationstotheAirbusBenchmark
5 NonlinearSymbolicLFTToolsforModelling,AnalysisandDesign
AndresMarcos,DeclanG.Bates,IanPostlethwaite ....................... 69
6 NonlinearLFTModellingforOn-GroundTransportAircraft
Jean-Marc Biannic, Andres Marcos, Declan G. Bates,
andIanPostlethwaite ............................................... 93
7 On-GroundAircraftControlDesignUsing anLPV Anti-windup
Approach
Clement Roos, Jean-Marc Biannic, Sophie Tarbouriech,
andChristophePrieur .............................................. 117
8 Rapid Prototyping Using Inversion-Based Control and
Object-OrientedModelling
GertjanLooye..................................................... 147
VIII Contents
9 Robustness Analysis Versus Mixed LTI/LTV Uncertainties for
On-GroundAircraft
ClementRoos,Jean-MarcBiannic..................................... 175
PartIII: ApplicationstotheADMIREBenchmark
10 An LPV ControlLaw DesignandEvaluationforthe ADMIRE
Model
Maria E. Sidoryuk, Mikhail G. Goman, Stephen Kendrick,
DanielJ.Walker,andPhilipPerfect.................................... 197
11 BlockBacksteppingforNonlinearFlightControlLawDesign
JohnW.C.Robinson ................................................ 231
12 Optimisation-BasedFlightControlLawClearance
PrathyushP.Menon,DeclanG.Bates,IanPostlethwaite ................... 259
13 Investigationofthe ADMIRE ManoeuvringCapabilitiesUsing
QualitativeMethods
MikhailG.Goman,AndrewV.Khramtsovsky,EvgenyN.Kolesnikov .......... 301
PartIV: IndustrialEvaluationandConcludingRemarks
14 IndustrialEvaluation
MatthieuJeanneau,FredrikKarlsson,UdoKorte ......................... 327
15 ConcludingRemarks
DeclanG.Bates,MartinHagstro¨m .................................... 341
References ....................................................... 343
Index............................................................ 357
Part I
Benchmarks and Design and Analysis Challenges
1
The AIRBUS On-Ground Transport Aircraft
Benchmark
MatthieuJeanneau
Airbus-France,DepartmentofStabilityandControl,Toulouse,France
[email protected]
1.1 Introduction
This chapter describes the behaviour of a transport aircraft and its systems during
rolling. Notations and conventionsare given first, followed by the main equations of
motion.Loadsaffectingaircraftmotionare thendescribedand theirmodellinggiven.
Finallyashortaircraftbehaviouranalysisisprovided.Thischapteraimsatofferingthe
readeraclearunderstandingofthecontrolapplicationanditsrequirements.
1.2 Notationsand Conventions
Beforediscussingthephysicsgoverningthedynamicsoftheaircraftontheground,we
will give the notations, the conventionsand the main coordinatesystems used in this
chapter.
D.Batesetal.(Eds.):Nonlin.Anal.&Syn.Tech.forAircraftCtrl.,LNCIS365,pp.3–24,2007.
springerlink.com (cid:1)c Springer-VerlagBerlinHeidelberg2007
4 M.Jeanneau
1.2.1 Body-FixedCoordinateSystem
Thiscoordinatesystem,alsocalledthe”aircraftcoordinatesystem”,isamobilecoor-
dinate system (c.g.;X ,Y , Z ), see Fig. 1.1. Its originis the centre of gravity of
AC AC AC
theaircraftanditsthreelongitudinal,lateralandverticalaxescorrespondrespectively
tothethreelongitudinal,lateralandverticalaxesassociatedwiththeaircraftsymmetry
characteristics. The translations and rotations of this coordinate system are therefore
directlylinkedtothemotionoftheaircraft.
Fig.1.1.Aircraftcoordinatesystem
1.2.2 Earth’sCoordinateSystem
Thiscoordinatesystem(O;X ,Y ,Z )isaGalileancoordinatesystemwheretheorigin
E E E
isafixedrandomreferencepointinspace.Ingeneral,thispointistakenasbeingequal
totheinitialpositionofthecentreofgravity.Itwouldalsobepossibletochoosearefer-
encepointasanairportortheintersectionoftheGreenwichmeridianandtheequator.
Such modifications only impact the initial value of the centre of gravity coordinates.
Thethreeaxes(X ,Y ,Z )ofthiscoordinatesystemareorientedrespectivelytowards
E E E
thenorth,the eastanddownward.Thetransformationmatrixto gofromthe aircraft’s
totheearth’scoordinatesystem-seeFig.1.2and1.3-is:
⎛ ⎞⎛ ⎞⎛ ⎞
cosΨ −sinΨ 0 cosθ 0 sinθ 1 0 0
MAC→E =⎝sinΨ cosΨ0⎠⎝ 0 1 0 ⎠⎝0 cosϕ −sinϕ⎠ (1.1)
0 0 1 −sinθ 0 cosθ 0 sinϕ cosϕ