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Gilbert Lai, Kingsley Fregene, 'David Wang
Department of Electrical and Computer Engineering,
University of Waterloo, Waterloo, Ont., Canada N2L 3Gl
{gmylai, kocfrege, dwang}@kingcong.uwaterloo.ca
1. INTRODUCTION
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case of an autonomous helicopter, the computer controller) changes the control stick position, which causes
the actuators t o make corresponding changes in the
blade pitch angles. The actuator dynamics are much
faster than those of the helicopter, hence it is common
practice to ignore them when modelling the system.
This makes the control signals appear to be affecting
the physical quantities (in this case, the blade pitch
angle) directly, bypassing the actuators. As a result,
it is a common practice to ignore the actuator dynamics and assume the blade pitch angles can be controlled
(adjusted) directly [12],[2]. This assumption will also
be made for the rest of this paper for simplicity.
Navigation Manager
3
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ARCHITECTURE
Upon examining the model presented in the foregoing, it can be seen that the overall helicopter characteristic is composed of different layers of characteristics. The aerodynamics generate thrust vectors
which then affect the equations of motion at the rigid
body. In light of this, a layered hierarchical control
scheme is proposed. Figure 2 shows the various layers
in such a control scheme. The innermost component
contains the helicopter and sensor dynamics, representing the target system to be controlled. A level
up from the dynamics is the stabilizing/height controllers. This layer is responsible for maintaining the
stability of the aircraft (i.e. it will try to keep the helicopter in the air). This layer will be implemented
as a tight control loop as it affects the stability of
the whole system. The task of maintaining the helicopter in a certain location in 3-dimensional space
is the responsibility of the path control. The path
controller will take in a series of locations (forming
path) and will try to bring the helicopter to these locations. It is almost impossible to keep the helicopter
hovering at the exact same spot. Therefore, the path
controller should be able to recognize when the helicopter is close enough to the setpoint and prevent
excessive switching of control signals. A fuzzy system is then a suitable candidate for implementing a
path controller. Finally, the uppermost layer is the
navigation manager whose main purpose is to decide
where the helicopter should go next. It makes navigation decision based on the goal or objective that the
helicopter is trying achieve in the current mission. Because of the requirement to make inference on where
to go next based on the helicopters current status, an
intelligent controller/decision network, is particularly
suitable for implementing the navigation manager.
Since the actual interaction between the pitch angles (both the collective and cyclic) and the resulting
thrusts are quite complex, it is often assumed that
the thrust (both the magnitude and direction) can be
measured and controlled directly [4]. With this assumption, then the helicopter can be modelled as a
rigid body having some external forces (the net thrust
vectors) acting on it (see next subsection).
J L
(71
A model of the helicopter caribe defined with the equations of motion described in (1). The selected state
variables are:
X=[x y z x
i 4, 0
?j!l
w, wy w,IT
The attitude stabilizing controller maintains tight control of the aircraft attitude angles and acts to quickly
regulate them to zero just after manouevres. It is
based on the Linear Quadratic Regulator (LQR) principle [15] and is designed to vary with the attitude of
the helicopter. It is depicted in the dotted region of
Figure 5.
In order to apply this technique, the aircraft dynamics are initially linearized about the hover condition so that a state space form may be written as
1-l(.(U) - w x Zw)
X ( t ) = A ( t ) X ( t ) B(t)U(t)
P(t) = C(t>X(t)
(3)
(4)
where P = [x y TI.
is the position vector, v = P is
is the Euler angles,
the velocity vector, 0 = [4 0
Z is the inertia matrix, R is the rotation matrix, and
Q is the mapping between the angular velocity and the
Euler angle derivatives [I]. The output ,B = [P @IT.
+IT
= -KlqTX
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( 5)
..
..
I:[
:..........................................
P
Figure 5: Attitude stabilizing/tracking control system
[ C 01[:,]
-c
BK
0
][z]+[:]..
Lo
CO
( X ( t ) Q X ( t )+ u ( t )T R u ( t ) )
DISCUSSIONS
The simulation results presented in this section are
preliminary and were obtained for a particular value
of KlqT computed around hover with P = 1.332 and
I = 0.262. Subsequent work will present more results
showing the effectiveness of varying the controller with
the attitude angles.
In the first simulation, the helicopter is assumed to
be operating a t a height of 30m above the ground. It is
allowed to descend from this position in order to see if
the attitude stabilizing controller will facilitate stable
landing (ground effects are not modelled). The performance is depicted in Figures 6 and 7. The result shows
that the attitude angles are rapidly regulated while the
aircraft executes a stable landing operation. The similarity in the characteristics of x and y positions may
be due to coupling.
Klqr = R-'BTP
where P satisfies the standard Riccati equation [15]
A T P +- P A - PBR-'BTP
A-BK
+CTQC = 0
and P = PT 2 0.
Define
f i ( t )= [4(4W I T .
Rather than compute new values for the matrices in (4)
and Klqr at each instant, the time-varying controller
is designed to change only when
llfi(t)llm > E
(6)
5. HEIGHT CONTROL
This is the outer loop of the control system and is
implemented as a PI tracking controller. The equilibrium state of (4) and (5) is X = 0. Therefore z = 0.
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[7] Y. Cao. A new inverse solution technique for studying helicopter maneuvering flight. Journal of the American Helicopter
Society, 45(1):43-53, January 2000.
[8] M. Sugeno, I. Hirano, S. Nakamura and S . Kotsu. Development of a n intelligent unmanned helicopter. IEEE International conf. fuzzy systems, pages 33-34, 1995.
[9] T.Y. Jiang, J.V.R.Prasad, and A.J. Calise. Adaptive fuzzy
logic flight controllers for rotorcraft. Proc. AIAA Guidance,
Navigation and Control conf., pages 1-8, July 1996.
[ll] J . W. Fletcher.
A model structure for identification of linear models of the uh-60 helicopter in hover .md forward
flight. Technical Report 110362, NASA Technical Memorandum, NASA Ames Research Center, Moffett Field, CA 94035,
August 1995.
[12] E.H.Lee, H. Shim, H. Park and K.I. Lee. Design of hovering attitude controller for a model helicopter. Proc. Soc. of
Instrument and Control Engineers, pages 1385-:L389,August
1993.
[13] T.J. Koo, F. Hoffmann, H. Shim, B. Sinopoli and S. Sastry.
Hybrid control of an autonomous helicopter. Proc. IFAC workshop on motion control, Grenoble, France, September 1998.
[14] University of waterloo aerial robotics group (warp).
http://www.ece.uwaterloo.ca/-warg. Last accessed: March 8,
2000.
[15] B. D. 0.Anderson and J . B. Moore.
Prentice-Hall, 1989.
REFERENCES
Optimal Control.
[16] C-T Chen. Linear system theory and design (3rd ed.). Oxford
University Press, London, U.K., 1999.
[l] T.J. Koo and S. Sastry. Output tracking control design of a he-
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