By Chris Fielding, Andras Varga, Samir Bennani, Michiel Selier
In this booklet contemporary result of the GARTEUR (Group for Aeronautical learn and expertise in Europe) motion team FM (AG11) are offered.
The ebook makes a speciality of research ideas for the flight clearance of hugely augmented aircrafts, together with contributions of 20 ecu aeronautical businesses corresponding to nationwide examine facilities, Aerospace Industries and Universities. The projects and necessities of the economic Clearance approach for Flight keep watch over legislation are awarded in addition to classical and especially new research equipment. the several tools are evaluated and in comparison and their capability program to Civil airplane is demonstrated.
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Additional resources for Advanced Techniques for Clearance of Flight Control Laws
Bates and I. 5 0 Fig. 5. 54. 47 and ∆N ∞ ≤ 1. In this way we can represent the Nichols exclusion region as a ‘fictitious’ multiplicative input uncertainty for the scaled nominal plant. It now remains for us to represent the actual uncertainty present in the original model of the plant. e. e. resulting from unmodelled dynamics in the aircraft model). 11) We thus end up with the system shown in Fig. 6. We can now do some block diagram manipulations to ‘pull-out-the-deltas’ from Fig. 6, and thus convert this system into the standard M ∆ form for robustness analysis under the µ framework, as in Fig.
By testing the stability of (I − M11 ∆)−1 as the ∆i elements vary, we can find the worst case, or smallest, set of simultaneous changes in ∆i which drive the system unstable. G. Bates and I. 5 0 −3 10 −2 −1 10 0 10 10 1 2 10 3 10 10 Fig. 10. -) Nichols Plot 20 Loop 1 10 Open−loop gain (dB) 50 Exclusion region A 0 Exclusion region B −10 Loop 2 −20 −30 −200 −180 −160 −140 Open−loop phase (degrees) −120 −100 Fig. 11. ∆p ) and σ(∆i (s0 )) ≤ k ∀ i Then µ∆ (M11 ) = 1/km Most published work on µ-analysis has assumed that µ must be computed on a frequency sweep along the s = jω axis.
2 Tasks and Needs of the Industrial Clearance Process 29 Fading/switching The correct functioning of fading and switching in the control laws or between different control modes should be demonstrated. Response after failures Depending on the type of failure, aircraft behaviour might change. Actuator failures for instance, might introduce additional phase lag and thus lead to a deterioration in stability and handling. In aircraft with two hydraulic systems, loss of one system could inhibit full use of the control surfaces due to high hinge moments produced by the aerodynamic forces at high dynamic pressure.
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