Following the successful 1st CEAS (Council of European Aerospace Societies) Specialist Conference on Guidance, Navigation and Control (CEAS EuroGNC) held in Munich, Germany in 2011, Delft University of Technology happily accepted the invitation of organizing the 2nd CEAS EuroGNC in Delft, The Netherlands in 2013. The goal of the conference is to promote new advances in aerospace GNC theory and technologies for enhancing safety, survivability, efficiency, performance, autonomy and intelligence of aerospace systems using on-board sensing, computing and systems. A great push for new developments in GNC are the ever higher safety and sustainability requirements in aviation. Impressive progress was made in new research fields such as sensor and actuator fault detection and diagnosis, reconfigurable and fault tolerant flight control, online safe flight envelop prediction and protection, online global aerodynamic model identification, online global optimization and flight upset recovery. All of these challenges depend on new online solutions from on-board computing systems. Scientists and engineers in GNC have been developing model based, sensor based as well as knowledge based approaches aiming for highly robust, adaptive, nonlinear, intelligent and autonomous GNC systems. Although the papers presented at the conference and selected in this book could not possibly cover all of the present challenges in the GNC field, many of them have indeed been addressed and a wealth of new ideas, solutions and results were proposed and presented. For the 2nd CEAS Specialist Conference on Guidance, Navigation and Control the International Program Committee conducted a formal review process. Each paper was reviewed in compliance with good journal practice by at least two independent and anonymous reviewers. The papers published in this book were selected from the conference proceedings based on the results and recommendations from the reviewers.
This book demonstrates the potential of the blended wing body (BWB) concept for significant improvement in both fuel efficiency and noise reduction and addresses the considerable challenges raised for control engineers because of characteristics like open-loop instability, large flexible structure, and slow control surfaces. This text describes state-of-the-art and novel modeling and control design approaches for the BWB aircraft under consideration. The expert contributors demonstrate how exceptional robust control performance can be achieved despite such stringent design constraints as guaranteed handling qualities, reduced vibration, and the minimization of the aircraft’s structural loads during maneuvers and caused by turbulence. As a result, this innovative approach allows the building of even lighter aircraft structures, and thus results in considerable efficiency improvements per passenger kilometer. The treatment of this large, complex, parameter-dependent industrial control problem highlights relevant design issues and provides a relevant case study for modeling and control engineers in many adjacent disciplines and applications. Modeling and Control for a Blended Wing Body Aircraft presents research results in numeric modeling and control design for a large, flexible, civil BWB aircraft in the pre-design stage as developed within the EU FP7 research project ACFA 2020. It is a useful resource for aerospace and control engineers as it shows the complete BWB aircraft modeling and control design process, carried out with the most recent tools and techniques available. presents research results in numeric modeling and control design for a large, flexible, civil BWB aircraft in the pre-design stage as developed within the EU FP7 research project ACFA 2020. It is a useful resource for aerospace and control engineers as it shows the complete BWB aircraft modeling and control design process, carried out with the most recent tools and techniques available. Advances in Industrial Control aims to report and encourage the transfer of technology in control engineering. The rapid development of control technology has an impact on all areas of the control discipline. The series offers an opportunity for researchers to present an extended exposition of new work in all aspects of industrial control.
The two first CEAS (Council of European Aerospace Societies) Specialist Conferences on Guidance, Navigation and Control (CEAS EuroGNC) were held in Munich, Germany in 2011 and in Delft, The Netherlands in 2013. ONERA The French Aerospace Lab, ISAE (Institut Supérieur de l’Aéronautique et de l’Espace) and ENAC (Ecole Nationale de l’Aviation Civile) accepted the challenge of jointly organizing the 3rd edition. The conference aims at promoting new advances in aerospace GNC theory and technologies for enhancing safety, survivability, efficiency, performance, autonomy and intelligence of aerospace systems. It represents a unique forum for communication and information exchange between specialists in the fields of GNC systems design and operation, including air traffic management. This book contains the forty best papers and gives an interesting snapshot of the latest advances over the following topics: l Control theory, analysis, and design l Novel navigation, estimation, and tracking methods l Aircraft, spacecraft, missile and UAV guidance, navigation, and control l Flight testing and experimental results l Intelligent control in aerospace applications l Aerospace robotics and unmanned/autonomous systems l Sensor systems for guidance, navigation and control l Guidance, navigation, and control concepts in air traffic control systems For the 3rd CEAS Specialist Conference on Guidance, Navigation and Control the International Program Committee conducted a formal review process. Each paper was reviewed in compliance with standard journal practice by at least two independent and anonymous reviewers. The papers published in this book were selected from the conference proceedings based on the results and recommendations from the reviewers.
The first three CEAS (Counsil of European Aerospace Societies) Specialist Conferences on Guidance, Navigation and Control (CEAS EuroGNC) were held in Munich, Germany in 2011, in Delft, Netherlands in 2013 and in Toulouse, France in 2017. The Warsaw University of Technology (WUT) and the Rzeszow University of Technology (RzUT) accepted the challenge of jointly organizing the 4th edition. The conference aims to promote scientific and technical excellence in the fields of Guidance, Navigation and Control (GNC) in aerospace and other fields of technology. The Conference joins together the industry with the academia research. This book covers four main topics: Guidance and Control, Control Theory Application, Navigation, UAV Control and Dynamic. The papers included focus on the most advanced and actual topics in guidance, navigation and control research areas: · Control theory, analysis, and design · ; Novel navigation, estimation, and tracking methods · Aircraft, spacecraft, missile and UAV guidance, navigation, and control · Flight testing and experimental results · Intelligent control in aerospace applications · Aerospace robotics and unmanned/autonomous systems · Sensor systems for guidance, navigation and control · Guidance, navigation, and control concepts in air traffic control systems For the 4th CEAS Specialist Conference on Guidance, Navigation and Control the International Technical Committee established a formal review process. Each paper was reviewed in compliance with good journal practices by independent and anonymous reviewers. At the end of the review process papers were selected for publication in this book.
This book focuses on various aspects of dynamic game theory, presenting state-of-the-art research and serving as a testament to the vitality and growth of the field of dynamic games and their applications. Its contributions, written by experts in their respective disciplines, are outgrowths of presentations originally given at the 14th International Symposium of Dynamic Games and Applications held in Banff. Advances in Dynamic Games covers a variety of topics, ranging from evolutionary games, theoretical developments in game theory and algorithmic methods to applications, examples, and analysis in fields as varied as mathematical biology, environmental management, finance and economics, engineering, guidance and control, and social interaction. Featured throughout are valuable tools and resources for researchers, practitioners, and graduate students interested in dynamic games and their applications to mathematics, engineering, economics, and management science.
This book constitutes the thoroughly refereed post-workshop proceedings of the Third International Workshop on Modelling and Simulation for Autonomous Systems, MESAS 2016, held in Rome, Italy, in June 2016. The 33 revised full papers included in the volume ware carefully reviewed and selected from 38 submissions. They are organized in the following topical sections: human machine integration and interfaces; autonomous systems and MS frameworks and architectures; autonomous systems principles and algorithms; unmanned aerial vehicles and remotely piloted aircraft systems; modelling and simulation application.
The book focuses on new theoretical results and techniques in the field of intelligent systems and control. It provides in-depth studies on a number of major topics such as Multi-Agent Systems, Complex Networks, Intelligent Robots, Complex System Theory and Swarm Behavior, Event-Triggered Control and Data-Driven Control, Robust and Adaptive Control, Big Data and Brain Science, Process Control, Intelligent Sensor and Detection Technology, Deep learning and Learning Control Guidance, Navigation and Control of Flight Vehicles and so on. Given its scope, the book will benefit all researchers, engineers, and graduate students who want to learn about cutting-edge advances in intelligent systems, intelligent control, and artificial intelligence.
Reverse Engineering in Control Design proposes practical approaches to building a standard H-infinity problem taking into account an initial controller. Such approaches allow us to mix various control objectives and to initialize procedures for a fixed-structure controller design. They are based on the Observer-Based Realization (OBR) of controllers. The interest of OBR from the controller implementation point of view is detailed and highlighted in this book through academic examples. An open-source toolbox is available to implement these approaches in Matlab®. Throughout the book academic applications are proposed to illustrate the various basic principles. These applications have been chosen by the author for their pedagogic contents and demo files and embedded Matlab® functions can be downloaded so readers can run these illustrations on their personal computers. Contents 1. Observer-based Realization of a Given Controller. 2. Cross Standard Form and Reverse Engineering. 3. Reverse Engineering for Mechanical Systems. Appendix 1. A Preliminary Methodological Example. Appendix 2. Discrete-time Case. Appendix 3. Nominal State-feedback for Mechanical Systems. Appendix 4. Help of Matlab® Functions. About the Authors Daniel Alazard is Professor in System Dynamics and Control at Institut Supérieur de l'Aéronautique et de l’Espace (ISAE), Toulouse, France – SUPAERO Graduate Program. His main research interests concern robust control, flexible structure control and their applications to various aerospace systems.
Aircraft operating as so-called High Altitude Platform Systems (HAPS) have been considered as a complementary technology to satellites since several years. These aircraft can be used for similar communication and monitoring tasks while operating at a fraction of the cost. Such concepts have been successfully tested. Those include the AeroVironment Helios and the Airbus Zephyr, with an endurance of nearly 624 hours (26 days). All these HAPS aircraft have a high-aspect-ratio wing using lightweight construction. In gusty atmosphere, this results in high bending moments and high structural loads, which can lead to overloads. Aircraft crashes, for example from Google’s Solara 50 or Facebook’s Aquila give proof of that fact. Especially in the troposphere, where the active weather takes place, gust loads occur, which can lead to the destruction of the structure. The Airbus Zephyr, the only HAPS aircraft without flight accidents, provides only a very small payload. Thus it does not fully comply with the requirements for future HAPS aircraft. To overcome the shortcomings of such single-wing aircraft, so-called multibody aircraft are considered to be an alternative. The concept assumes multiple aircraft connected to each other at their wingtips. It goes back to the German engineer Dr. Vogt. In the United States, shortly after the end of World War II, he experimented with the coupling of manned aircraft. This resulted in a high-aspect-ratio wing for the aircraft formation. The range of the formation could be increased correspondingly. The engineer Geoffrey S. Sommer took up Vogt’s idea and patented an aircraft configuration consisting of several unmanned aerial vehicles coupled at their wingtips. However, the patent does not provide any insight into the flight performance, the flight mechanical modeling or the control of such an aircraft. Single publications exist that deal with the performance of coupled aircraft. A profound, complete analysis, however, is missing so far. This is where the present work starts. For the first time, a flying vehicle based on the concept of the multibody aircraft will be analyzed in terms of flight mechanics and flight control. In a performance analysis, the aircraft concept is analyzed in detail and the benefits in terms of bending moments and flight performance are clearly highlighted. Limits for operation in flight are shown considering aerodynamic optimal points. The joints at the wingtips allow a roll and pitch motion of the individual aircraft. This results in additional degrees of freedom for the design through the implementation of different relative pitch and bank angles. For example, using individual pitch angles for individual aircraft further decreases the induced drag and increases flight performance. Because the lift is distributed symmetrically, but not homogenously along the wingspan, a lateral trim of the individual aircraft in formation flight becomes necessary. The thesis presents a new method to implement this trim by moving the battery mass along half the wingspan, which avoids additional parasite drag. Further, a complete flight dynamics model is provided and analyzed for aircraft that are mechanically connected at their wingtips. To study this model in detail, a hypothetical torsional and bending spring between the aircraft is introduced. If the spring constants are very high, the flight dynamics model has properties similar to those of an elastic aircraft. Rigid-body and formation eigenmotions can be clearly distinguished. If the spring constants are reduced towards zero, which represents the case of the multibody aircraft, classical flight mechanics eigenmotions and modes resulting from the additional degrees of freedom are coupled. This affects the eigenstructure of the aircraft. Hence, normal motions with respect to the inertial space as known from a rigid aircraft cannot be observed anymore. The plant also reveals unstable behavior. Using the non-linear flight dynamics model, flight controllers are designed to stabilize the plant and provide the aircraft with an eigenstructure similar to conventional aircraft. Different controller design methods are used. The flight controller shall further maintain a determined shape of the flight formation, it shall control flight, bank and pitch angles, and it shall suppress disturbances. Flight control theories in the time domain (Eigenstructure assignment) and in the frequency domain (H-infinity loop-shaping) are considered. The resulting inner-control loops yield a multibody aircraft behavior that is similar to the one of a rigid aircraft. For the outer-control loops, classical autopilot concepts are applied. Overall, the flight trajectory of the multibody aircraft above ground is controlled and, thus, an actual operation as HAPS is possible. In the last step, the flight controller is successfully validated in non-linear simulations with complete flight dynamics. Flugzeuge in der Form von sogenannten Höhenplattformen (engl. High-Altitude Platform Systems, HAPS) werden seit einigen Jahren als kostengünstige Ergänzung zu teuren Satelliten betrachtet. Diese Flugzeuge können für ähnliche Kommunikations- und überwachungsaufgaben eingesetzt werden. Zu den gegenwärtigen Konzepten solcher Fluggeräte, die bereits erfolgreich im Flugversuch eingesetzt wurden, zählen der Helios von AeroVironment und der Airbus Zephyr, der eine Flugdauer von fast 624 Stunden (26 Tagen) erreicht hat. Alle diese HAPS-Flugzeuge besitzen einen Flügel langer Streckung, der in Leichtbauweise konstruiert ist. Hieraus resultieren in böiger Atmosphäre hohe Biegemomente und starke strukturelle Belastungen, die zu überbelastungen führen können. Flugunfälle beispielsweise von Googles Solara 50 oder Facebooks Aquila belegen dies. Insbesondere in der Troposphäre, in der das aktive Wetter stattfindet, treten Böenlasten auf, die die Struktur zerstören können. Der Airbus Zephyr, der bisher als einziges HAPS-Flugzeug frei von Flugunfällen ist, besitzt nur eine sehr geringe Nutzlast. Daher kann er die Anforderungen an zukünftige HAPS-Flugzeuge nicht vollständig erfüllen. Um die Schwachstellen solcher Ein-Flügel-Konzepte zu überwinden, wird in dieser Arbeit ein alternatives Flugzeugkonzept betrachtet, das als Mehrkörperflugzeug bezeichnet wird. Das Konzept geht von mehreren, an den Flügelspitzen miteinander verbundenen Flugzeugen aus und beruht auf Ideen des deutschen Ingenieurs Dr. Vogt. Dieser hatte in den USA kurz nach Ende des Zweiten Weltkrieges bemannte Flugzeuge aneinanderkoppeln lassen. Hierdurch ergab sich ein Flugzeugverbund mit einem Flügel langer Streckung. Damit konnte die Reichweite des Verbundes gesteigert werden. Geoffrey S. Sommer griff die Idee von Vogt auf und lies sich eine Flugzeugkonfiguration patentieren, die aus mehreren, unbemannten Flugzeugen besteht, die an den Enden der Tragflächen miteinander gekoppelt sind. Die Patentschrift gibt jedoch keinen Einblick in die Flugleistungen, die flugmechanische Modellierung oder die Regelung eines solchen Fluggerätes. Vereinzelt existieren Veröffentlichungen, die sich mit den Flugleistungen von gekoppelten Luftfahrzeugen beschäftigen. Eine tiefgreifende, vollständige flugmechanische Analyse fehlt jedoch bisher. Hier setzt die vorliegende Arbeit an. Ein Fluggerät basierend auf dem Konzept des Mehrkörperflug-zeugs wird erstmalig hinsichtlich der Flugmechanik und Flugregelung untersucht. In einer Flugleistungsbetrachtung wird das Flugzeugkonzept genau analysiert und die Vorteile hinsichtlich der Biegemomente und der Flugleistungen klar herausgestellt. Die Grenzen des Einsatzes im Flugbetrieb werden mithilfe aerodynamischer Optimalpunkte aufgezeigt. über die Lager an den Flügelspitzen, die eine relative Roll- und Nickbewegung der Flugzeuge untereinander ermöglichen, ergeben sich durch die Einstellung unterschiedlicher Längslage- und Hängewinkel zusätzliche Freiheitsgerade im Entwurf. Die Verwendung unterschiedlicher Nicklagewinkel der einzelnen Flugzeuge reduziert beispielsweise den induzierten Widerstand weiter und steigert die Flugleistung. Durch die symmetrische, entlang der Spannweite jedoch nicht homogene Auftriebsverteilung ist auch eine laterale Trimmung der einzelnen Flugzeuge in der Formation notwendig. Hier stellt die Arbeit eine neuartige Möglichkeit vor, um diese Trimmung ohne zusätzlichen parasitären Widerstand mittels Verschiebung der Batteriemasse entlang der Halbspannweite umzusetzen. Weiterhin wird ein vollständiges flugdynamisches Modell für über mechanische Lager verbundene Luftfahrzeuge aufgestellt und analysiert. Für diese Analyse wird eine hypothetische Torsions- und Biegefeder zwischen den Flugzeugen modelliert. Sind die Federsteifigkeiten hinreichend hoch, besitzt das flugdynamische Modell Eigenschaften, die einem elastischen Flugzeug entsprechen. Starrkörper- und elastische Eigenbewegungsformen sind in diesem Fall klar separiert. Bei immer weiterer Reduzierung, bis auf eine Federsteifigkeit von Null, kommt es zu Kopplungen zwischen den klassischen, flugmechanischen Eigenbewegungsformen und den Moden aus den zusätzlichen Freiheitsgraden. Dies stellt den Auslegungsfall für das Mehrkörperflugzeug dar. Hierbei verändert sich die Eigenstruktur (engl. eigenstructure) des Flugzeugs und normale, bei einem starren Flugzeug beobachtbare Bewegungen gegenüber dem inertialen Raum sind nicht mehr erkennbar. Zusätzlich zeigt die Strecke instabiles Verhalten. Basierend auf dem nichtlinearen, flugdynamischen Modell werden mit verschiedenen Methoden Regler entworfen, die die Regelstrecke stabilisieren und dem Flugzeug eine Streckenstruktur zuweisen, die derjenigen klassischer Flugzeuge ähnelt. Zudem soll durch die Regler eine vorgegebene Form des Flugzeugverbundes beibehalten werden, die Fahrt, der Längs- und Rolllagewinkel sollen geregelt und Störungen unterdrückt werden. Als Auslegungsverfahren werden Theorien der Zustandsregelungen im Zeitbereich (Eigenstrukturvorgabe) und Frequenzbereich (H-infinity loop-shaping) verwendet. Hierdurch wird durch die inneren Regelschleifen ein Verhalten des Mehrkörperflugzeugs erzielt, das dem eines starren Flugzeugs entspricht. Für die äußeren Regelschleifen werden anschließend klassische Konzepte von Autopiloten verwendet. Im Ergebnis ist eine Regelung des Flugweges über Grund des Mehrkörperflugzeugs und somit ein tatsächlicher Betrieb als HAPS möglich. Die Funktionalität des Reglers wird abschließend in nichtlinearen Simulationen mit vollständiger Flugdynamik verifiziert.
