Abstract
A nonlinear adaptive controller design method for output tracking of hypersonic flight vehicles (HFVs) subject to input nonlinearity is proposed in this paper. The parameters of the input nonlinearity are assumed to be unknown. This problem is challenging because of the complex nonlinearity of HFVs and the existence of the unknown input nonlinearity. The nonlinear model of HFVs is linearized, and the internal dynamics of this model are constructed. Since the internal dynamics of HFVs are non-minimum, an ideal internal dynamics (IID)-based control strategy is utilized and a states tracking model is constructed based on the computed IID. Then a nonlinear adaptive control strategy is designed to guarantee the bounded of output tracking error in the existence of unknown input nonlinearity. Comparison simulation results are provided to verify the available of the proposed method.
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Abbreviations
- \(C_{D}\left( \alpha ,\delta _{e}\right) \) :
-
Drag coefficient
- \(C_{D}^{\alpha _{i}}\) :
-
ith-order coefficient of \(\alpha \)contribution to \(C_{D}\left( \alpha ,\delta _{e}\right) \)
- \(C_{D}^{\delta _{e}^{i}}\) :
-
ith-order coefficient of \(\delta _{e}\) contribution to \(C_{D}\left( \alpha ,\delta _{e}\right) \)
- \(C_{D}^{0}\) :
-
Constant term in \(C_{D}\left( \alpha ,\delta _{e}\right) \)
- \(C_{L}\left( \alpha ,\delta _{e}\right) \) :
-
Lift coefficient
- \(C_{L}^{\alpha _{i}}\) :
-
ith-order coefficient of \(\alpha \) contribution to \(C_{L}\left( \alpha ,\delta _{e}\right) \)
- \(C_{L}^{\delta _{e}}\) :
-
Coefficient of \(\delta _{e}\) contribution to \(C_{L}\left( \alpha ,\delta _{e}\right) \)
- \(C_{L}^{0}\) :
-
Constant term in \(C_{L}\left( \alpha ,\delta _{e}\right) \)
- \(C_{M,\alpha }\left( \alpha \right) \) :
-
Contribution to moment due to angle of attack
- \(C_{M,\delta _{e}}\left( \delta _{e},\delta _{c}\right) \) :
-
Control surface contribution to moment
- \(C_{M,\alpha }^{\alpha _{i}}\) :
-
ith-order coefficient of \(\alpha \) contribution to \(C_{M,\alpha }\left( \alpha \right) \)
- \(C_{M,\alpha }^{0}\) :
-
Constant term in \(C_{M,\alpha }\left( \alpha \right) \)
- \(C_{T}^{\alpha _{i}}\left( \Phi \right) \) :
-
ith-order coefficient of \(\alpha \) in T
- \(\bar{c}\) :
-
Mean aerodynamic chord
- \(c_{c}\) :
-
Canard coefficient in \(C_{M,\delta _{e}}\left( \delta _{e},\delta _{c}\right) \)
- \(c_{e}\) :
-
Elevator coefficient in \(C_{M,\delta _{e}}\left( \delta _{e},\delta _{c}\right) \)
- D :
-
Drag
- g :
-
Acceleration due to gravity
- h :
-
Altitude
- \(I_{yy}\) :
-
Moment of inertia
- L :
-
Left
- \(L_{v}\) :
-
Vehicle length
- M :
-
Pitching moment
- m :
-
Vehicle mass
- \(N_{i}\) :
-
ith generalized force
- \(N_{i}^{\alpha _{j}}\) :
-
jth-order contribution of \(\alpha \) to \(N_{i}\)
- \(N_{i}^{0}\) :
-
Constant term in \(N_{i}\)
- \(N_{2}^{\delta _{e}}\) :
-
Contribution of \(\delta _{e}\) to \(N_{2} \)
- Q :
-
Pitch rate
- \(\bar{q}\) :
-
Dynamic pressure
- S :
-
Reference area
- T :
-
Trust
- V :
-
Velocity
- x :
-
State of the control-oriented model
- \(\alpha \) :
-
Angle of attack
- \(\beta _{i}\left( h,\bar{q}\right) \) :
-
ith thrust fit parameter
- \(\gamma \) :
-
Flight path angle, \(\gamma =\theta -\alpha \)
- \(\delta _{c}\) :
-
Canard angular deflection
- \(\delta _{e}\) :
-
Elevator angular deflection
- \(\xi \) :
-
Damping ratio for the \(\Phi \) dynamics
- \(\xi _{i}\) :
-
Damping ratio for elastic mode \(\eta _{i}\)
- \(\eta _{i}\) :
-
ith generalized elastic coordinate
- \(\theta \) :
-
Pitch angle
- \(\lambda _{i}\) :
-
Inertial coupling term of ith elastic mode
- \(\rho \) :
-
Density of air
- \(\Phi \) :
-
Stoichiometrically normalized fuel-to-air ratio
- \(\omega \) :
-
Natural frequency for the \(\Phi \) dynamics
- \(\omega _{i}\) :
-
Natural frequency for elastic mode \(\eta _{i}\)
- \(1/h_{s}\) :
-
Air density decay rate
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This work was partially supported by National Natural Science Foundation of China (61304001, 61304098 and 61304239), Aeronautical Science Foundation of China (2015ZA53003).
Appendix
Appendix
1.1 Appendix A
Proof of Theorem 1.
Choose a Lyapunov function for (13) as
where \(\tilde{\rho }_{0}=\rho _{0}-\hat{\rho }_{0}\), \(\tilde{\rho }_{1}=\rho _{1}-\hat{\rho }_{1}\), \(q_{1}\) and \(q_{2}\) are given scalars. Notice that \( \dot{\tilde{\rho }}_{0}=-\dot{\hat{\rho }}_{0}\), and \(\dot{\tilde{\rho }} _{1}(t)=-\dot{\hat{\rho }}_{1}\), taking the time derivative, we have
By Schur complement, we can get
where \(\varepsilon >0\) is a scalar. From Assumption 5, \(\left\| k(t)\right\| \le \mu \), then
Defining \(X=P^{-1}\), \(Y=KX\), and multiplying \(P^{-1}\) to both left and right side of the above equation
From (15),
then
Since \(\left\| k(t)\right\| ,\left\| y^{d(r)}\right\| \), \( \left\| F(x^{d})\right\| \) and \(\left\| d(t)\right\| \) are all bounded, \(\left\| k(t)y^{d(r)}+F(x^{d})+d(t)\right\| \) is bounded. Assume that \(\sup \left\| k(t)y^{d(r)}+F(x^{d})+d(t)\right\| =\rho _{0} \). Then
From Assumption 4, F(x) is Lipschitz, and \(F(x^{d})\) is bounded, so \( \left\| -F(x)+F(x^{d})\right\| \le L\left\| x-x^{d}\right\| \). Assume that \(\sup \left\| k(t)L\right\| =\rho _{1}\), then
Then for the Lyapunov function,
From (16)
and \(\hat{\rho }_{0}>0\), \(\hat{\rho }_{1}>0\), so
then
Since the adaptive law of \(\hat{\rho }_{0}\) and \(\hat{\rho }_{1}\) is
By plugging the adaptive law (17) into the right hand of the above equation, we obtain
The proof is completed.\(\square \)
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Hu, X., Xu, B., Si, X. et al. Nonlinear adaptive tracking control of non-minimum phase hypersonic flight vehicles with unknown input nonlinearity. Nonlinear Dyn 90, 1151–1163 (2017). https://doi.org/10.1007/s11071-017-3716-6
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DOI: https://doi.org/10.1007/s11071-017-3716-6