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I. I NTRODUCTION
The air-breathing hypersonic vehicles have received extensive attention in the world during the past decades.
However, the control of hypersonic vehicles is considerably
challenging due to the strong parameter coupling, large
modeling uncertainty and the slender geometries required
for the aircraft [1]. To overcome such impediments, the
longitudinal dynamic equations including rigid and flexible
models are widely utilized to address the control problems of
the hypersonic vehicles [2]. In practice, for convenience, the
rigid longitudinal models are more frequently employed to
verify the control methodologies although they are relatively
simplified.
The characterized dramatic parameter variations and wide
velocity scope of the hypersonic vehicles render their stability and dynamic performance different from other aircrafts.
With such properties, the hypersonic vehicle aircrafts are
sensitive to the flight condition changes and it is difficult
to measure and estimate the aerodynamic characteristics. To
solve such problems, numerous effective control strategies
have emerged in the recent literature, refer to [3] and [4] for
the flexible and rigid model of the hypersonic vehicles.
Besides, the LPV system has drawn considerable attention
in the past decade [5]. Because of its merits in dealing
1 Qiugang
Lu and Hamid Reza Karimi are with the Department of Engineering, University of Agder, N-4898 Grimstad, Norway
The switched LPV model for the rigid longitudinal dynamics of the hypersonic vehicle is presented in this section.
Firstly, we need choose the scheduling parameters and divide the scope of the scheduling variables into partitions.
Secondly, in each partition zone, we need to select and
calculate the set point so as to achieve the LPV local
model of the hypersonic vehicle in this partition. Thirdly,
via Jacobian linearization method and tensor-product (TP)
model transformation approach, we can achieve the local
qiugang.lu@uia.no, hamid.r.karimi@uia.no
2 Lixian Zhang is with the Space Control and Inertial Technology Research Center, Harbin Institute of Technology, Harbin 150001, Heilongjiang
Province, P.R.China lixianzhang@hit.edu.cn
3 Peng Shi is with the Department of Computing and Mathematical
Sciences, University of Glamorgan, Pontypridd, CF37 1DL, U.K., with
the School of Engineering and Science, Victoria University, Melbourne,
Vic. 8001, Australia, and also with the School of Mathematics and
Statistics, University of South Australia, Adelaide, S.A. 5001, Australia
pshi@glam.ac.uk
670
x(t)
TH cos H DH
sin
f1 = V H =
E
m
(RE + h)2
LH + TH sin H
E cos
VH cos
f2 = =
+
2
mVH
VH (RE + h)
RE + h
f3 = h = VH sin
(1)
f4 = H = q
Myy
f5 = q =
Iyy
(4)
where xa (t)
= [ x(t) xe ]T , A(t) (VH , h) =
A(t) (VH , h) 0
(t) (VH , h) = B(t) (VH , h) ,
,B
C(t) (VH , h) 0
0
x a (t)
xa (t)
B1
= SN
A
(p
(t))
+
r(t)
n
(t)n
n=1
y(t)
u(t)
0
(5)
where row vector A(t)n RIn (n = 1, 2, ..., N , N
is the dimension of the parameter vector p(t)) contains
one bounded variable and continuous weighting function
(t),n,in (pn ) (in = 1, 2, ..., In ), In is the number of the
weight function used in the ndimension of the parameter
vector p(t). S RI1 I2 IN OI is constructed from the
linear time-invariant (LTI) vertex systems Si1 i2 iN ROI
and p(t) P = [VH min ,VH max ] [hmin , hmax ].
From (5), the augmented switched LPV system (4) can be
transformed into the following polytopic form:
x a (t) =
(t),i (t) A(t),i xa (t) + B(t),i u(t)
i=1
+ B1 r(t)
(6)
y(t) = P
(t)C
x (t)
LH = 0.50 VH2 SH CL
DH = 0.50 VH2 SH CD
TH = 0.50 VH2 SH CT
Myy = 0.50 VH2 SH cCM
where LH , DH , TH , Myy are lift, drag, thrust and pitching
moment, 0 is the density of air. The aerodynamic coefficients and thrust coefficients which are the functions of Ma
(Ma = VH /a, a is the speed of sound), angle of attack (H ),
fuel rate () and pitch control surface ( e ) are provided in
[4] and [16].
We choose the velocity (VH ) and altitude (h) as the
scheduling variables, since velocity and altitude are the
main concerns in the flight of the hypersonic vehicle, p =
[ VH h ]T . Then we divide the velocity scope into three
partitions [7500, 8500], [8500, 9000], [9000, 9500]. In each
partition, the LPV model can be written as the following
form by Jacobian linearization method:
x = A(VH , h)x + B(VH , h)u
where x = [ VH h H q ]T , u =
[ e ]T . The specific expression of elements of matrices A(VH , h), B(VH , h) and C(VH , h) are omitted here.
The LPV model in the (t)-th partition zone is formulated
as
x = A(t) (p(t))x + B(t) (p(t))u
(2)
where
Ps
i=1
i=1
(t),i
(t),i a
(t),i (t) = 1, s =
Q
n
In = 2N .
TABLE I
T RIM CONDITION
1
2
3
h
90000 ft
90000 ft
90000 ft
VH
7500 ft/s
8700 ft/s
9500 ft/s
0
0
0
H
3.6262
2.7424
2.3044
q
0
0
0
0.2919
0.2169
0.1947
e
5.1795
2.3033
1.2777
A. Preliminaries
Definition 1: [18] For a switching signal (t), (t) I,
and each t2 t1 0, let N (t2 , t1 ) denote the number of
discontinuities of (t) in the open interval (t1 , t2 ). We say
that (t) has an average dwell time a if there exist two
positive numbers N0 (we call N0 the chattering bound here)
and a such that
where =
N (t2 , t1 ) N0 + (t2 t1 )/ a , t2 t1 0
(7)
Definition 2: [12] For a switching signal (t), (t) I,
and any T t 0, let N(t)i (t, T ) be the switching
numbers of the ith subsystem activated during the interval
[t, T ], Ti (t, T ) is the total running time of the ith subsystem
in [t, T ], and i I. We say that (t) has a modedependent average dwell time ai , if there exist positive
mode-dependent chattering bounds N0i and ai such that
the following inequality is satisfied
N(t)i (t, T ) N0i + Ti (t, T )/ ai , T t 0
Definition 3: For > 0, > 0, system
(t) I
the
continuous-time
max
(18)
= max{i }, min =
iI
(9)
ei (t ) ( )d
ti
ti1
(11)
V i (x(t)) i Vi (x(t))
(13)
ti
nonlinear
(12)
and ((t) = i, (t ) = j) I I, i 6= j,
(14)
N0i
,
iI i
(8)
ai ai =
max
min
iI
Vi (x(t)) i Vj (x(t))
min{i }.
(15)
ti
672
It is easy to get
Z t
t0
t
B. Controllers Design
emax (t )
emin (t )
t
Z 0t
iI
t0
emax (t )
x(t)
+ E(t) ((t))w(t)
z(t) = C(t) ((t))x(t) + D(t) ((t))u(t)
+ F(t) ((t))w(t)
Ni ( ,t) T
iI
y yd
Ni ( ,t) 2
Y
iI
wT wd
Ni (t0 , ) T
y yd
emin (t ) 2 wT wd
t0
N
emin (t ) 2 wT wd
i
Ni (t0 , ) N0i
iI
(t)
t0
N
emin (t ) 2 w( )T w( )d dt
i
iI
t=t0
i=1
t=
which is equivalent to
Z
emax ( t0 ) y( )T y( )d
t0
Z
max Y
N0i
2 w( )T w( )d
iI i
min
t0
K(t) ((t)) =
where =
(21)
2I
(t),i (t)K(t),i
x(t)
t0
s
X
i=1
s
X
A(t),i B(t),i E(t),i
=
(t),i (t)
C(t),i D(t),i F(t),i
=t0
=t0
i=1
i
w( ) w( )d
emin (t ) dt
iI
(20)
(19)
N0 .
673
9200
Cmd
ADT
MDADT
9100
9000
ai ai
Velocity(ft/s)
8900
ln i
=
i
(24)
8700
8600
2I
8500
8400
8300
Fig. 1.
logics
10
15
20
Time(s)
25
30
35
40
9.5
x 10
Cmd
ADT
MDADT
9.4
9.3
Altitude(ft)
9.2
9.1
9
8.9
8.8
8.7
8.6
8.5
10
15
20
Time(s)
25
30
35
40
Fig. 2. The altitude response of the system under ADT and MDADT
switching logics
8800
(28)
1
ADT
MDADT
fuel rate
0.8
0.6
R EFERENCES
0.4
0.2
0.2
0.4
10
15
20
Time(s)
25
30
35
40
The fuel rate input under ADT and MDADT switching logics
Fig. 3.
15
ADT
10
5
0
5
10
15
10
15
20
Time(s)
25
30
20
35
40
MDADT
10
0
10
20
0
10
15
20
Time(s)
25
30
35
40
Fig. 4. The pitch control surface deflection under ADT and MDADT
switching logics