Titlebook: H∞ Aerospace Control Design; A VSTOL Flight Appli Richard Alden Hyde Book 1995 Springer-Verlag London Limited 1995 actuator.control.control

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Robust Design Using Loop-Shapingurbance rejection requirements into loop-shape requirements. However, when the approach is generalised for multivariable systems this task is somewhat more complicated. The problem arises in that different loops may have very different gains which in turn means that the directionality of references,

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Controller Switchingesigned on linearisations of the plant for a set of values of these key parameters which cover the operating envelope, some way of moving between the controllers as the operating envelope is traversed is required. One possible approach is to assign subsets of the operating envelope to each linear co

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Controller SchedulingIn this chapter an alternative approach is used which involves making the control law a continuous function of the key (scheduling) parameters. The approach involves obtaining a set of linearisations for a set of values of the scheduling parameter(s), designing a set of linear optimal controllers, a

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Multivariable Anti-Windup control loop are selected so that actuators are sufficiently utilised to meet normal closed-loop performance requirements. Selecting the gains to avoid saturating the actuators when large disturbances or commands act on the closed-loop would give poor performance under normal operating conditions.

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Backgroundventional functions. The rear pilot acts as a test pilot, and the rear cockpit controls do not have their conventional functionality. Instead they act as demands to an experimental flight control law which in turn sets the nozzle, throttle, tailplane and flap servos. The safety pilot is able to take

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Linear Design and Analysisy. Provided that the feedback controller gives sufficient disturbance rejection and damping, flight control mode implementation can be done external to the feedback loop. The approach taken has been to design a multivariable feedback controller using different variables for feedback to those directl

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Flight Control Modes and Command Precompensationtrol of the aircraft as at present lateral actuation systems are not available to the flight controller on the VAAC research Harrier. However, longitudinal control of the Harrier presents both the greater control challenge and also the greatest potential for reduction in pilot workload. An attempt i

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Limiters and Non-Linear Aspectsigh fan speeds. Note, that as well as the change in gain there is also a change in the dynamics, they being much faster at high engine speeds. An engine controller has been developed to compensate for this large non-linearity. Refer to the block diagram in appendix B where the engine controller is s