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Technical Brief

Design of Automatic Landing Systems Using the H-inf Control and the Dynamic Inversion

[+] Author and Article Information
Romulus Lungu

Electrical, Energetic, and Aerospatiale
Engineering Department,
University of Craiova,
107 Decebal Street,
Craiova 200440, Romania
e-mail: romulus_lungu@yahoo.com

Mihai Lungu

Electrical, Energetic, and Aerospatiale
Engineering Department,
University of Craiova,
107 Decebal Street,
Craiova 200440, Romania
e-mail: Lma1312@yahoo.com

1Corresponding author.

Contributed by the Dynamic Systems Division of ASME for publication in the JOURNAL OF DYNAMIC SYSTEMS, MEASUREMENT, AND CONTROL. Manuscript received January 3, 2015; final manuscript received November 11, 2015; published online December 11, 2015. Assoc. Editor: Manish Kumar.

J. Dyn. Sys., Meas., Control 138(2), 024501 (Dec 11, 2015) (5 pages) Paper No: DS-15-1002; doi: 10.1115/1.4032028 History: Received January 03, 2015; Revised November 11, 2015

This paper focuses on the automatic control of aircraft in the longitudinal plane, during landing, by using the linearized dynamics of aircraft, taking into consideration the wind shears and the errors of the sensors. A new robust automatic landing system (ALS) is obtained by means of the H-inf control, the dynamic inversion, an optimal observer, and two reference models providing the aircraft desired velocity and altitude. The theoretical results are validated by numerical simulations for a Boeing 747 landing; the simulation results are very good (Federal Aviation Administration (FAA) accuracy requirements for Category III are met) and show the robustness of the system even in the presence of wind shears and sensor errors. Moreover, the designed control law has the ability to reject the sensor measurement noises and wind shears with low intensity.

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References

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Figures

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Fig. 1

New ALS using dynamic inversion and H-inf method

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Fig. 2

Block diagrams of the third-order and second-order reference models, respectively: (a) simplified block diagram and (b) detailed block diagram

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Fig. 5

Aircraft altitude errors for different values of matrix D22

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Fig. 3

Time characteristics for the glide slope phase, with or without sensor errors

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Fig. 4

Time characteristics for the flare phase, with or without sensor errors

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