Robust flight control design with handling qualities constraints using scheduled linear dynamic inversion and loop-shaping

2000 ◽  
Vol 8 (3) ◽  
pp. 483-494 ◽  
Author(s):  
W. Siwakosit ◽  
S.A. Snell ◽  
R.A. Hess
Keyword(s):  
Flight Control ◽  
Control Design ◽  
Dynamic Inversion ◽  
Handling Qualities ◽  
Linear Dynamic ◽  
Loop Shaping ◽  
Robust Flight Control

Stochastic Approach to Robust Flight Control Design Using Hierarchy-Structured Dynamic Inversion

2011 ◽  
Vol 34 (5) ◽  
pp. 1573-1576 ◽  
Author(s):  
Jun'ichiro Kawaguchi ◽  
Tetsujiro Ninomiya ◽  
Yoshikazu Miyazawa
Keyword(s):  
Flight Control ◽  
Control Design ◽  
Stochastic Approach ◽  
Dynamic Inversion ◽  
Robust Flight Control

Supersonic transport aircraft longitudinal flight control law design

2004 ◽  
Vol 108 (1084) ◽  
pp. 319-329
Author(s):  
A. J. Steer
Keyword(s):  
Flight Control ◽  
Dynamic Inversion ◽  
Control Law ◽  
Transport Aircraft ◽  
Handling Qualities ◽  
Supersonic Transport ◽  
Linear Dynamic ◽  
Non Linear ◽  
Quality Design ◽  
Handling Quality

Abstract Modern civil transport aircraft utilise increasingly complex command and stability augmentation systems to restore stability, optimise aerodynamic performance and provide the pilot with the optimum handling qualities. Provided it has sufficient control power a second generation fly-by-wire supersonic transport aircraft should be capable of exhibiting similarly desirable low-speed handling qualities. However, successful flight control law design requires identification of the ideal command response type for a particular phase of flight, a set of valid handling quality design criteria and piloted simulation evaluation tasks and metrics. A non-linear mathematical model of the European supersonic transport aircraft has been synthesized on the final approach to land. Specific handling quality design criteria have been proposed to enable the non-linear dynamic inversion flight control laws to be designed, with piloted simulation used for validation. A pitch rate command system, with dynamics matched to the aircraft’s flight path response, will consistently provide Level 1 handling qualities. Nevertheless, pre-filtering the pilot’s input to provide a second order pitch rate response, using the author’s suggested revised constraints on the control anticipation parameter will generate the best handling qualities during the terminal phase of flight. The resulting pre-filter can be easily applied to non-linear dynamic inversion inner loop controllers and has simple and flight proven sensor requirements.

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