Characterization of Aircraft Trim Points Using Continuation Methods and Bifurcation Analysis

Shankar, Praveen

doi:10.2514/6.2013-4924

Cited by 3 publications

(4 citation statements)

References 5 publications

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“…Here k α > 0 is a design parameter representing the convergence rate. Initializing the guidance model at the actual angle of attack guarantees α guid (t) = α(t) for al t ≥ 0 as long as the control input q com (t) satises (33). When the aircraft approaches to stall, q com (t) needs to be modied to represent a guidance signal for the recovery.…”

Section: B State Constrained Control Approachmentioning

confidence: 99%

“…at some time instant t l , the control input is reset to (33) with α guid (t l ) = α(t l ). In the interval [t u t l ]…”

Section: B State Constrained Control Approachmentioning

confidence: 99%

“…The pilots situational awareness can also be improved by conducting nonlinear analysis of the aircraft dynamics for identication of the bifurcation points on the boundary of safe envelop, see for example [13,20,33] and references therein. In [20], it is shown that dynamic nonlinearities result in dicult or nonintuitive regulation around the critical trim points or transitioning between them because of non-uniqueness of corresponding control actions.…”

Section: Introductionmentioning

confidence: 99%

“…In [20], it is shown that dynamic nonlinearities result in dicult or nonintuitive regulation around the critical trim points or transitioning between them because of non-uniqueness of corresponding control actions. The bifurcation analysis are used to identify the attractors of the nonlinear aircraft that govern the upset behavior in [13], and to determine feasible level ight trim points as a function of elevator deection for several thrust and leading edge ap settings [33].…”

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Stall Recovery Guidance Algorithms Based on Constrained Control Approaches

Stepanyan

Krishnakumar

Kaneshige

et al. 2016

AIAA Guidance, Navigation, and Control Conference

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Aircraft loss-of-control, in particular approach to stall or fully developed stall, is a major factor contributing to aircraft safety risks, which emphasizes the need to develop algorithms that are capable of assisting the pilots to identify the problem and providing guidance to recover the aircraft. In this paper we present several stall recovery guidance algorithms, which are implemented in the background without interfering with ight control system and altering the pilot's actions. They are using input and state constrained control methods to generate guidance signals, which are provided to the pilot in the form of visual cues. It is the pilot's decision to follow these signals. The algorithms are validated in the pilot-in-the loop medium delity simulation experiment.

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Section: B State Constrained Control Approachmentioning

confidence: 99%

“…at some time instant t l , the control input is reset to (33) with α guid (t l ) = α(t l ). In the interval [t u t l ]…”

Section: B State Constrained Control Approachmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Stall Recovery Guidance Algorithms Based on Constrained Control Approaches

Stepanyan

Krishnakumar

Kaneshige

et al. 2016

AIAA Guidance, Navigation, and Control Conference

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Static and dynamic characteristics of supersonic cruise missile with damaged wing

Zhuo,

He,

Ren

et al. 2024

Aeronaut. j.

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Accurately evaluating the aerodynamic performance of the missile with damaged structures is very important for the subsequent flight control strategy. At present, few researchers have studied the aerodynamic characteristics of damaged supersonic cruise missiles. Based on CFD (computational fluid dynamics) solutions and the dynamic derivative identification method, the differences in static and dynamic characteristics between the damaged and undamaged models are compared. The results indicate that when the extent of damage increases, the change rate of drag coefficient at larger AoA (angle-of-attack) is greater than that at the smaller AoA. On the contrary, the change rate of lift coefficient at larger AoA is smaller than that at smaller AoA. Meanwhile, the absolute value of the static pitch moment decreases, but the absolute value of the roll moment increases. Damage causes a change in the absolute values of the pitch and roll dynamic derivatives, and the dynamic derivatives do not vary monotonically with the increase of AoA. The turning point occurs at about $\alpha$ = 5°. The areas of the hysteresis loops of the pitch-roll coupling moment increase, which makes the dynamic coupling characteristic between the pitch and roll directions increase. Finally, the maximum allowable damage extent of the missile wing that can achieve static trim is obtained and validated by controlling the deflection of the four rudders.

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