Reconfigurable LPV control design for Boeing 747-100/200 longitudinal axis

Ganguli, Subhabrata; Marcos, Andrés; Balas, Gary J.

doi:10.1109/acc.2002.1024489

Cited by 85 publications

(80 citation statements)

References 4 publications

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“…'least squares' method), information provided by the actual actuator deflection is compared with the signals from the controller to provide estimates of the effectiveness of the actuators. Figure 4 shows the comparison between a fault free and the case when the elevator suffers a float failure [16] with imperfect estimation of the actuator effectiveness level W . A float failure corresponds to the control surface 'floating' about its zero moment position, thus becoming ineffective [16].…”

Section: Resultsmentioning

confidence: 99%

“…Figure 4 shows the comparison between a fault free and the case when the elevator suffers a float failure [16] with imperfect estimation of the actuator effectiveness level W . A float failure corresponds to the control surface 'floating' about its zero moment position, thus becoming ineffective [16]. In the simulation, an elevator float is simulated by replacing the control signal by the angle of attack of the aircraft [16].…”

Section: Resultsmentioning

confidence: 99%

“…A float failure corresponds to the control surface 'floating' about its zero moment position, thus becoming ineffective [16]. In the simulation, an elevator float is simulated by replacing the control signal by the angle of attack of the aircraft [16]. In terms of equation (18), this can be modelled as…”

Section: Resultsmentioning

confidence: 99%

“…This can occur due to the loss of hydraulics for example. Once the failure occurs at 100 sec, as shown in Figure 4(c), the surface deflection becomes equal to the angle of attack of the aircraft [16] as shown in Figure 4(a). After the failure, the stabilizer becomes active and tries to compensate for the failed elevator.…”

Section: ) Elevator Float -Imperfect Wmentioning

confidence: 98%

“…Therefore, one of the main challenges for practical implementation, especially for aircraft, is to ensure good performance for a wide range of operating conditions. Some of the linear based designs can be extended to handle variations in operating conditions (see for example, gain scheduling and linear parameter varying (LPV) schemes [16], [17]), but direct nonlinear methods such as nonlinear dynamic inversion (NDI) and backstepping provide equally viable alternatives -with many benefits compared to the extended linear cases. One obvious benefit is the direct exploitation of the well known aircraft equations of motion, which provide good and consistent performance throughout the flight envelope.…”

Section: Introductionmentioning

confidence: 99%

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Fault tolerant longitudinal aircraft control using non‐linear integral sliding mode

Alwi

Edwards

2014

IET Control Theory & Applications

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This paper proposes a novel nonlinear fault tolerant scheme for longitudinal control of an aircraft system, comprising an integral sliding mode control allocation scheme and a backstepping structure. In fault free conditions, the closed loop system is governed by the backstepping controller and the integral sliding mode control allocation scheme only influences the performance if faults/failures occur in the primary control surfaces. In this situation the allocation scheme redistributes the control signals to the secondary control surfaces and the scheme is able to tolerate total failures in the primary actuator. A backstepping scheme taken from the existing literature is designed for flight path angle tracking (based on the nonlinear equations of motion) and this is used as the underlying baseline controller in nominal conditions. The efficacy of the scheme is demonstrated using a high fidelity aircraft benchmark model. Excellent results are obtained in the presence of plant/model uncertainty in both fault-free and faulty conditions.

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Section: Resultsmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

Section: ) Elevator Float -Imperfect Wmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

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Fault tolerant longitudinal aircraft control using non‐linear integral sliding mode

Alwi

Edwards

2014

IET Control Theory & Applications

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Introduction

Limnaios¹,

Tsourveloudis²,

Valavanis³

2012

Sense and Avoid in UAS

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A robust integrated controller/diagnosis aircraft application

Marcos

Balas

2005

Int. J. Robust Nonlinear Control

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SUMMARYIn this paper, an application of the robust integrated control/diagnosis approach using H 1 -optimization techniques to the nonlinear longitudinal dynamics of a Boeing 747-100/200 aircraft is presented. The integrated approach allows to address directly the trade-off between the conflicting controller and fault diagnosis objectives. The integrated design formulation (interconnection and weight selection) is defined using five LTI plants obtained through out the Up-and-Away flight envelope. Linear and nonlinear closedloop time simulations are carried out under a realistic turbulence and noise environment. A comparison drawn with the non-integrated design of a controller and a diagnosis filter with the same objectives shows that the integrated case results in similar diagnosis characteristics but improved fault tolerant performance and ease of design.

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Reconfigurable LPV control design for Boeing 747-100/200 longitudinal axis

Cited by 85 publications

References 4 publications

Fault tolerant longitudinal aircraft control using non‐linear integral sliding mode

Fault tolerant longitudinal aircraft control using non‐linear integral sliding mode

Introduction

A robust integrated controller/diagnosis aircraft application

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