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Research Papers

A Passive Fault Tolerant Flight Control for Maximum Allowable Vertical Tail Damaged Aircraft

[+] Author and Article Information
Xiaobo Li

Flight Systems and Control Group,  Institute for Aerospace Studies, University of Toronto, Toronto, ON, M3H 5T6, Canadaxiaoboli.liu@utoronto.ca

Hugh H. T. Liu1

Flight Systems and Control Group,  Institute for Aerospace Studies, University of Toronto, Toronto, ON, M3H 5T6, Canadaliu@utias.utoronto.ca

1

Corresponding author.

J. Dyn. Sys., Meas., Control 134(3), 031006 (Mar 27, 2012) (15 pages) doi:10.1115/1.4005512 History: Received March 03, 2011; Revised October 16, 2011; Published March 27, 2012; Online March 27, 2012

This paper investigates a passive fault tolerant control to aircraft that suffers from vertical tail damage. A novel notion of damage degree is introduced to parameterize the damaged flight dynamics model. It is applied to seek the maximum allowable damage degree (tolerance capacity) stabilizable by the proposed passive fault tolerant and backup control under a linearized model. The design algorithms are presented and illustrated through numerical simulations on a Boeing-747 100/200 model. Furthermore, the impact of potential control saturation is taken into account in the proposed design and a set of design parameters are tuned such that the maximum allowable damage degree is bounded, represented as the so-called critical damage degree.

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Copyright © 2012 by American Society of Mechanical Engineers
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Figures

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Figure 1

An aircraft with partial vertical tail loss, resulting in the ac shift of vertical tail

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Figure 2

Pole region for guaranteed cost control with robust pole placement approach

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Figure 3

Closed loop poles in the complex plane: guaranteed cost control with robust pole placement

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Figure 4

Maximum tolerance μm versus τ—quadratic stabilization

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Figure 5

Four states—LQR

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Figure 6

Four states—quadratic stabilization

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Figure 7

Four states—guaranteed cost control

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Figure 8

Four states—guaranteed cost control with robust pole placement

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Figure 9

Control surface deflections at μ = 10% for three approaches

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