Proceedings of the 29th Chinese Control Conference July 29-31, 2010, Beijing, China

Dynamic Surface Control for Nonlinear Hypersonic Air Vehicle Using Neural Network
Waseem Aslam BUTT, Lin YAN, Amezquita S. KENDRICK
School of Automation, Beijing University of Aeronautics and Astronautics, Beijing 100191, P. R. China E-mail: butt waseem@hotmail.com, linyanee2@yahoo.com.cn, kendrickamezquita@gmail.com Abstract: In this paper dynamic surface control (DSC) technique is combined with neural network based adaptive control design framework to design the longitudinal dynamics controller for a nonlinear generic hypersonic air vehicle (HSAV). Detailed stability analysis is carried out to prove the uniform ultimate boundedness of all the signals in the closed loop system. The effectiveness of the proposed strategy is demonstrated by simulation of the longitudinal model of the HSAV for trimmed cruise conditions of 110,000 ft and Mach 15 where the responses of the vehicle to a step change in altitude and airspeed are evaluated. Key Words: Adaptive Control, Dynamic Surface Control, Hypersonic Aircraft, Neural Networks

INTRODUCTION

Flight control design of HSAVs is very complicated due to the highly nonlinear nature of its dynamics. Also due to the design, Mach numbers and high altitude ight conditions, they are extremely sensitive to changes in atmospheric conditions as well as physical and aerodynamic parameters [1] . Ensuring good control performance in such a scenario is a challenging task. For achieving best performance for all ight conditions, the control design scheme needs to be adaptive. The control objective for such a HSAV has been tackled by using various control design techniques. In [2] Multi Input Multi Output (MIMO) adaptive sliding mode controller design technique is used to design a controller that is robust to parametric uncertainties and provides good performance with relatively low-amplitude control inputs. Nonlinear dynamic inversion (NDI) assisted by Monte Carlo evaluation is used by [1] to design nonlinear control laws, valid over the complete ight envelop. A MIMO adaptive controller for a hypersonic aircraft based on the neural networks control technique is proposed by [3]. The proposed neural adaptive controller guarantees closed loop system stability and convergence of the tracking error even in the case where the estimated plant loses controllability. A backstepping and neural networks controller for a non linear ight dynamics system is designed by using the backstepping approach with the assumption that all aerodynamic coefcients are fully understood [4] . Adaptation mechanism is used to compensate for the effects of the aerodynamic modeling errors. The problem of backstepping technique is that it suffers from the problem of explosion of complexity[5-9] . The complexity introduced by backstepping control technique is overcome by the use of Dynamic Surface Control (DSC) technique [10-12] . DSC technique uses a low pass lter at each design step to avoid the derivative of the nonlinear function, thus leading to a very simple control law. DSC based fuzzy adaptive control scheme for the generic hypersonic aircraft with unknown model dynamics is proposed by [13]. The hypersonic aircraft model is transformed to a strict feedback form by taking certain assumption in the
*This work is supported by NSF of China under Grant 60874044 and Research Foundation for Key Disciplines of Beijing Municipal Commission of Education under Grant XK100060422.

mathematical model. It is proved that all the signals in the closed loop system are semiglobally uniformly bounded and the tracking error is minimized by the proper selection of controller parameters. In this paper DSC technique is formulated in neural network based adaptive control design framework to design longitudinal dynamics controller of HSAV in pure feedback form. No assumption is used for the generic HSAV model, thus leading to a pure feedback control problem. The design of speed and altitude control is treated separately. For the control of speed, a PI controller is used to track the desired speed and altitude tracking control is achieved by DSC based controller. The DSC controller is assisted by the neural network that compensates for the unknown nonlinearities and coupling component that also is an uncertain nonlinear element. By the use of DSC technique, the nal control structure is of a simple form and thus suitable for implementation in practical systems. Simulation of the nonlinear closed loop system demonstrates the performance of the designed controller.

HYPERSONIC AIR VEHICLE MODEL

A longitudinal dynamics model of a generic HSAV developed by NASA Langley Research Center [1]- [2] is considered. The differential equations describing velocity, altitude, ight path angle, angle of attack and pitch rate of the air vehicle model under consideration are as given below: V h q = = = = = T (V, ) cos D(V, ) sin , (1) mV r2 V sin , (2) L(V, ) + T (V, ) sin ( V 2 r) cos ,(3) mV V r2 q , (4) Myy (V, , q, E )/Iyy . (5)

The engine dynamics can be assumed to be modeled by a second-order system = 2n 2 + 2 c . n n (6)

In the air vehicle model considered, V is the velocity, h is the altitude, is the ight path angle, is the angle of attack,

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q is the pitch rate, E is the elevator deection (control input), is the throttle setting and c is the throttle control input. A detailed description of all nomenclature, aerodynamic coefcients and air vehicle parameters can be found in [1, 2]. In the study of this air vehicle model, the aerodynamic coefcients are simplied around the nominal cruising ight of the vehicle at trimmed cruise condition (Mac=15, V =15,060 ft/s, h=110,000ft, =0 deg and q =0 deg/sec)us [2]. From the air vehicle model (1)-(5), it can be inferred that the main contribution in the change of air vehicle speed is from the throttle setting c and the altitude change is related mainly to the elevator deection E . Separate control design for speed and altitude may, therefore, be carried out. For speed control, a PI controller is designed to maintain the air vehicle speed in the neighborhood of the demanded speed and a DSC based neural network adaptive controller is designed for tracking the altitude demand. We have treated the air vehicle model as two single input single output systems for our design but there is coupling in the model. The DSC based neural network adaptive controller is able to take care of the coupling effect, as the neural network estimator is estimating the nonlinear unknown coupling phenomenon. This is due to the fact that no assumption is taken into consideration while formulating the model in pure feedback form. Equations (2)-(5) are used for the design of the DSC based neural network adaptive controller. Altitude tracking can be achieved by generating the ight path angle demand as d = arcsin[kh (h hd )/V ], (7)

From the air vehicle model, it is evident that the velocity is a function of x1 and x2 . Assumption 1: f1 (x1 , x2 ), f3 (x1 , x2 , x3 ), g1 (x1 , x2 ) and g3 (x1 , x2 ) are unknown smooth functions. The virtual control gain function g1 (.) and the actual control gain function g3 (.) are strictly positive. We assume that there exist positive constants g i , g i , such that g i gi (.) g i > 0, i = 1, 3. Assumption 2: There exists constants gic > 0, such that, |g i (.)| gic , i = 1, 3. Assumption 3: The reference signal (or altitude reference trajectory) and its derivatives are smooth bounded functions; [ yr , y r , y r ] and thus [d , d, d ] belong to a known compact set for all t 0.

RADIAL BASIS FUNCTION NEURAL NETWORKS

Radial Basis Function (RBF) neural networks are used to approximate the unknown smooth nonlinear functions because of the inherent property of RBF networks to approximate a continuous function to an arbitrary accuracy. RBF neural network are of the general form T (x), where RN is a vector of adjustable weights and (x) Rn is a vector of Gaussian basis functions. We denote the components of (x) by i (x), i = 1, ..., N. A commonly used Gaussian function is of the following form: j ( x ) = x j 1 exp( 2 2 2
2

), > 0, j = 1, ..., N,

where d is the desired ight path angle, h is the actual height of the air vehicle, hd is the height demand and kh > 0 is a design parameter used to set the rise time of the altitude tracking trajectory. We know that the pitch angle ( p ) is related to ight path angle ( ) and angle of attack () by p = + . Dene state variables as x1 = , x2 = p , x3 = q , with an assumption that they are available for measurement. The pure feedback equations of the HSAV (nominal model) can then be written as x 1 x 2 x 3 y where
f 1 (x1 , x 2 ) = 0 V S 0 [CT (sin x2 sin x1 ) 0.6203 x1 ] 2 m0 ( V 2 r ) cos x1 , V r2 0.31015 0 V S 0 , m0 40 0 V 2 S0 [5.3261 106 I0 +7.417 103 (x2 x1 ) 0.035(x2 x1 )2 40 + x3 (6.796(x2 x1 )2 V +0.3015(x2 x1 ) 0.2289)], 1.168 0 V 2 S 0 . I0

(9) where j RN , j = 1, ..., N, are constant vectors called the centre of the basis function and is a real number called the width of the basis function. According to the approximation property of the RBF networks [14-16] , given a continuous real valued function f : R with Rn a compact set and any m > 0, by appropriately choosing , j Rn , j = 1, ..., N, for some sufciently large integer N, there exists an ideal weight vector RN such that the T RBF network (x) can approximate the given function f with the approximation error bounded by m , i.e., f ( x ) = ( x ) + , x ,
T

= = = =

f 1 ( x 1 , x2 ) + g 1 ( x 1 , x2 ) x 2 , x3 , f 3 ( x 1 , x2 , x 3 ) + g 3 ( x 1 , x 2 ) E , x1 ,

(10)

(8)

with | | m , where represents the network reconstruction error, i.e., = f ( x) ( x) .

T

(11)

Since is unknown, we need to estimate online. The . estimate of will be denoted by

g1 ( x 1 , x 2 ) f 3 ( x1 , x 2 , x 3 )

= =

ADAPTIVE DSC DESIGN USING NEURAL NETWORKS

In this section, we develop a DSC based neural network adaptive controller for ight path angle tracking of the nonlinear generic HSAV, to accomplish the goal of altitude tracking. By using a recursive design procedure, virtual control signals are designed at step 1 and step 2. Finally an overall control law is constructed at step 3. Step 1 The rst surface error is S1 = x 1 y r , (12)

g3 ( x 1 , x 2 )

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whose derivative is 1 = x S 1 y r . From (8), the above equation can be written as 1 S = = f 1 ( x 1 , x2 ) + g 1 ( x 1 , x 2 ) x 2 y r , 1 g1 (x1 , x2 )[g1 (x1 , x2 ) f1 (x1 , x2 ) + x2 g 1 ( x 1 , x2 ) y r ]. We use neural networks to approximate
1 g1 (x1 , x2 ) f1 (x1 , x2 ) = gf 1 gf 1 (x1 , x2 ) + gf 1 , (15)
T

we use neural networks to approximate (13)

1 g3 (x1 , x2 ) f3 (x1 , x2, x3 ) = gf 3 gf 3 (x1 , x2 , x3 ) + gf 3 , (28) 1 T ( x 1 , x2 ) = g g3 ( x , x ) + . (29) g 3 1 2 3 g3
T

Choose the nal control signal as (14) T gf 3 (x1 , x2 , x3 ) + g 3 ( x 1 , x2 ) z E = 3 3 S3 , gf 3 g3 (30) T , are the T and where 3 is a positive real constant, g3 gf 3 T T , respectively and are updated as estimates of gf and g 3 3 follows gf 3 g3 = = gf 3 , (31) gf 3 S3 gf 3 (x1 , x2 , x3 ) gf 3 3 (32)
T

g 1 ( x 1 , x2 ) =

T g 1 g 1 ( x 1 , x2 )

g 1.

(16)

Choose a virtual control signal gf 1 (x1 , x2 ) + g 1 ( x 1 , x2 ) y x2 = r 1 S1 , (17) gf 1 g1 and , are the where 1 is a positive real constant, g1 gf 1
estimates of gf 1 and g 1 , respectively and are updated as follows
T T T T T T

g3 . g 3 S 3 g 3 ( x 1 , x 2 ) z 3 g 3 4

STABILITY ANALYSIS

In this section we show that the control law and update law developed in the design procedure guarantee the uniform ultimate boundedness of all the signals in the closed loop system. Dene the estimation error as = , also dene the following errors yi = zi xi , i = 2, 3. Using (20) and (24) it follows that z i = (xi zi )/i = yi /i , i = 2, 3. (35) (34) (33)

gf 1 g1

= =

g1 . g 1 S 1 g 1 ( x 1 , x 2 ) y r g 1 2

gf 1 , gf 1 S1 gf 1 (x1 , x2 ) gf 1 1

(18) (19)

Let x2 pass through a rst order lter with time constant 2 to obtain a new state variable z2 2 z 2 + z2 = x 2 , z2 (0) = x2 (0). (20)

Step 2 The second surface error is S2 = x2 z2 , whose derivative is 2 = x S 2 z 2 = x3 z 2 . Choose a virtual control signal x 3 = 2 S2 + z 2 , (23) y 2 y 3 = = (22) 2 S S3 = = (21)

Then the closed-loop system in the new coordinates can be expressed as follows: 1 S = T gf 1 (x1 , x2 ) g1 (x1 , x2 )[S2 1 S1 gf 1
T

S3 2 S2 + y3 , T gf 3 (x1 , x2 , x3 ) g3 (x1 , x2 )[3 S3 gf 3

T

g 1 ( x 1 , x2 ) y + r + gf r + y2 ] , 1 g 1 y g1

(36) (37)

where 2 is a positive real constant. Let x3 pass through a rst order lter with time constant 3 to obtain a new state variable z3 . 3 z 3 + z3 = x 3 , z3 (0) = x3 (0). (24)

g 3 ( x 1 , x2 ) z + 3 ], (38) 3 + gf g3 3 g 3 z y2 gf 1 , g1 , yr , y + B2 (S1 , S2 , y2 , r , y r ), (39) 2 y3 gf 1 , g1 , gf 3 , g3 , + B3 (S1 , S2 , S3 , y2 , y3 , 3 yr , y r , y r ), (40)

Step 3 The third surface error is S3 = x3 z3 , whose derivative is 3 = x S 3 z 3 . From (8), the above equation can be written as 3 S =
1 g3 (x1 , x2 )[g3 ( x 1 , x 2 ) f 3 ( x 1 , x2 , x 3 ) + E 1 3 ], (27) g 3 ( x 1 , x2 ) z

where (25) B2 ( . ) = T 1 + 1 S gf 1 gf 1 (x1 , x2 ) gf 1 (x1 , x2 ) T gf 1 (x1 , x2 ) x x 1 + 2 gf 1 x1 x2 T T g1 (x1 , x2 ) x 1y r r g 1 g 1 ( x 1 , x2 ) y g1 x1 T g1 (x1 , x2 ) x T g1 (x1 , x2 ) 2y r yr , g1 g1 x2 2 2 + y , 2 S 2 + gf 1

T

(26)

B3 ( . )

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are continuous functions. Theorem 1 Consider the Lyapunov function candidate

3

Dene compact sets

2 2 2 r , y r ) : yr +y r +y r 1 := (yr , y

Ro ,

(50)

V :=
i=1

Vi ,

(41)
2 :=
2 2 S1 S3 1 2 2 T + g3 + S2 + 3 j =2 yj + gf 1 gf 1 gf 1 g1 T T 1 1 1 T g1 + 2, g 1 g 1 + gf 3 gf 3 gf 3 + g 3 g 3 g 3

with V1 =
2 1 T 1 1 2 1 T 1 S1 1 + y2 + gf 1 gf 1 gf 1 + g 1 g 1 g 1 , 2 g1 2 2 2 (42) 1 2 1 2 S + y , (43) 2 2 2 3 2 1 S3 1 T T 1 gf 3 + 1 g3 , + 1 (44) 2 g3 2 gf 3 gf 3 2 g3 g3

(51)

V2 V3

= =

where Ro can be determined from assumption 3. Note that 1 2 is also compact and therefore, the continuous functions |B2 | and |B3 | have maximums on 1 2 , say B2 M2, B3 M3 with M2 , M3 > 0. Also note that, T a a | yi | B i 2 2 ( a a ) , 2 1 2 1 2 1 2 1 2 y + Bi y + Mi , i = 2, 3. 2 i 2 2 i 2

where (.) = T (.) > 0 is given by (18), (19), (31) and (32). Given a positive number , for all initial conditions of (41) satisfying
3

Hence, (49) satises 1 V

2 2 g 1c 1 M2 3 2 S2 2 ) S + ( + 1) y + 1 2 2 2g1 2 2 2 2 2 2 1 1 2 2 gf 1 + g 1 gf 1 + 1 2 2 2 2 2 2 + g 1 , 2 2 3 2 S2 1 M2 g 1c 2 + + 2 ( + 1)y2 ( 1 2 ) S1 2g1 2 2 2 2

V (0) :=
i=1

Vi (0)

(45)

(1

there exist i (i = 1, 2), i (i = 1, 2), i (i = 1, ..., 4), and (.) , such that all signals of (41) are uniformly ultimately bounded, and the tracking error converges to a residual set that can be made arbitrarily small by properly choosing the design parameters. Proof: Taking time derivative of V1 , we have 1 V =
2 1 g 1 S1 S1 S T 1 + y2 y 2 + gf 1 gf 1 gf 1 2 g1 2g1 T 1 + (46) g1 g1 g1 .

From (39) and (40) we have y i =

yi i

+ Bi (.), i = 2, 3, =

from which we can obtain y i + Hence

2 yi + Bi |yi | , i = 2, 3. (47) i Using (47) and substituting update law (18) and (19) in (46), we have yi i

Bi (.), i = 2, 3.

M 1 1 1 2 T 1 gf 1 gf 1 gf 1 gf 1 + 1 2 2 2max gf 1 2 2 2 T 1 , 1 g 1 g 1 g 1 + 2 g 1 2max g1 1 2 T 1 T 1 1 [ S1 + gf 1 gf 1 gf 1 + g 1 g 1 g 1 g 1 ( x 1 , x2 ) S2 2 + y2 ] + C1 + 2 , 2 2 21 V1 + C1 + S2 /2, (52)

where max (.) is the maximum eigenvalue of (.) and 0 < 1 < min[k1 , 2
1 1 max gf 1 g1c 2 2g1 1 2

, 2

2 1 max g 1

+ 1], , 1 2

yi y i

k1 = (1 C1 = Similarly 2 V
2 M2 2

3 2 ) g 1 > 0,

M 1 2

gf 1

2 2

g 1

1 V

( 1 +

g 1 2 2 ) S 1 + S1 S2 + S1 y 2 2g1 T 1 gf 1 +S1 (gf r ) 1 g 1 y gf 1 2 g1 g1

T

2 y2 + | y2 | B 2 . 2

(48)

Dene 1 = gf r (reconstruction error) and let 1 g 1 y M M . Therefore, 1 > 0 such that |1 | < 1

1 V

g 1 2 2 ) S1 + S 1 S 2 + S 1 y 2 + S1 1 2g1 2 T 1 gf 1 T 2 g1 y2 + |y2 | B2 .(49) gf 1 g1 2 ( 1 +

2 3 2 S2 1 2 ( 2 ) S2 ( 1)y3 2 2 3 S2 M2 + 3 + 3, 2 2 S2 S2 2 2 2 ( S2 + y 3 ) + C2 2 + 3 , 2 2 2 2 S2 S3 2 2 V 2 + C 2 + , 2 2

(53)

C2 =

3 ) > 0, 1], k2 = (2 2 where 0 < 2 < min[k2 , 1 3

2 M3 2 .

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Flight Path Angle, deg

Altitude Change, ft

3 (reconstruction error) and = gf Also dene 3 3 g 3 z M M let 3 > 0 such that |3 | < 3 . Therefore,

2000 1500 1000 500 0

0.5 0.4 0.3 0.2 0.1 0 0

actual desired

3 V

(3

3 3 1 T 1 gf 3 gf 3 gf 3 + 2 gf 3 2max gf 3 4

M g 3c 2 + 1)S3 + 3 2 2g3 2

20 40 Time, sec

60

20 40 Time, sec

60

= where

2 T 1 g3 + 4 g3 2 S3 , 1 g3 g3 2 2 2max g3 T 1 1 S2 + 3 [ gf 3 gf 3 gf 3 g 3 ( x 1 , x2 ) 3 2 S3 T 1 + , g 3 g 3 g 3 ] + C3 2 2 23 V3 + C3 S3 /2, (54)

Elevator deflection, deg

5 Throttle setting 0 20 40 Time, sec 60 0.3 0.2 0.1 0 20 40 Time, sec 60

Fig. 1 Response to a 2000-ft step-altitude command.

Flight Path Angle, deg

Velocity Change, ft/s

0 < k2 C3 = =

3 < min[k2 , (3
2

3 4 1 , 1 ] , 2max 2 max g 3 gf 3

100 80 60 40 20 0 0 20 40 Time, sec 60

0.1 0.05 0 0.05 0.1

actual desired

g 3c 2 + 1)g 3 > 0, 2g3

2

M 3 3 + gf 3 2 2

4 + g 3 2

.
Elevator deflection, deg

20 40 Time, sec

60

From (52), (53) and (54), we have

3

4 Throttle setting 0 20 40 Time, sec 60 2 0 2

2.5 2 1.5 1 0.5 0 20 40 Time, sec 60

= V
i=1

( Vi + C i )

2V + C,
3

(55)

where 0 < < min[1 , 2 , 3 ] and C = i=1 Ci . If V = < 0 when > C . That is, if V (0) , then , then V 2 V (t) , t 0, or in other words, V is an invariant set. Moreover solving (55), we can obtain that 0 V C C + V (0) 2 2 e
2t

Fig. 2 Response to a 100-ft/s step-velocity command.

(56)

Furthermore, lim V (t) C . 2 (57)

The inequality (57) shows that the tracking error S1 given by (12) can converge to an arbitrarily small residual set by choosing sufciently large, which can be done by properly choosing design parameters i (i = 1, 2), i (i = 1, 2), i (i = 1, ..., 4), and (.) .

speed at 15060ft/s. Tuning of the PI controller was carried out by improving the closed loop performance of the engine dynamics (6) and system dynamics (1) of the HSAV model. DSC based neural network adaptive controller is designed to generate elevator deection commands for tracking the altitude demand. The controller parameters chosen for the simulation are: PI controller gains (Proportional gain 0.6, Integral gain 0.8), 1 = 10, 2 = 3, 3 = 2, {2 , 3 = 0.005}, {gf 1 , g1 , gf 3 , g3 = diag {50.0}}, {1 , 2 , 3 , 4 = 0.001}, N1 = 41, N2 = 201, N3 = 41, N4 = 5. Also for generating the ight path angle demand, a value of kh = 0.15 was set in (7). Fig. 1 shows the response to a 2000 ft step altitude command. It is observed that the altitude converges to the desired value in a short time. This has been achieved through tracking of the ight path angle, as is evident from the plot. A smooth elevator deection is observed to realize the altitude demand of the air vehicle, during which the throttle command is being initiated by the PI controller to maintain air speed at 15,060 ft/s. Fig. 2 shows the response to a 100 ft/s step velocity command. Similarly the airspeed converges to a desired value in a short time with a smooth throttle command generated by the PI controller and a suitable elevator deection command generated by DSC based neural network adaptive controller to keep the altitude at 110,000ft.

SIMULATION RESULTS

This section presents numerical simulation results to demonstrate the performance of the proposed nonlinear control law. Simulation of the nonlinear HSAV model is conducted for trimmed cruise conditions of 110,000 ft and Mach 15 and the evaluation of the closed loop behavior is judged by a step change of 100 ft/s in airspeed and 2000 ft in altitude.The parameters used in the simulation model are obtained from [1, 2]. In order to obtain differentiable commands satisfying Assumption 3, a third order linear command lter is used. A Proportional Integral (PI) controller is used to maintain the cruising air

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CONCLUSION

In this paper, a DSC based neural network adaptive controller is designed for uncertain nonlinear pure feedback longitudinal model of a generic HSAV. By using this technique the problem of explosion of complexity that occurs by the use of traditional backstepping approach has been avoided. It has been proved that all signals in the closed loop system are guaranteed to be uniformly ultimately bounded and the tracking error made arbitrarily small by a proper selection of the design parameters. Nonlinear simulation of an air vehicle is conducted to demonstrate the performance of the proposed design scheme.

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