Fuzzy Flight Control System for Helicopter Intelligence in Hover

Michal Lower Institute of Engineering Cybernetics Wroclaw University of Technology Wyb. Wyspianskiego 27, 50-370 Wroclaw, Poland Michal.Lower@pwr.wroc.pl Boguslaw Szlachetko Institute of Telecommunication and Acoustics Wroclaw University of Technology Boguslaw.Szlachetko@pwr.wroc.pl Abstract
This paper relates to a fuzzy ight control system in spot hovering for a single-rotor helicopter PZL Kania1 . The model of the fuzzy control system was developed on the basis of computer simulation experiments done by the experts analysis (pilots knowledge). The helicopters mathematical model and its fuzzy ight control system were simulated using Matlab software package. In a series of numerous computer simulations the operation of the fuzzy control system was investigated and the system itself was tuned up. Simulation tests have been performed for the helicopter both in xed hovering, and in hovering with disturbances. Disturbances were related to a gust of wind or to an accidental motion of one of the rudders. Obtained results give the good promise for building the Web simulator.

Dariusz Krol Institute of Applied Informatics Wroclaw University of Technology Dariusz.Krol@pwr.wroc.pl

all the axis oriented to the fuselage was considered, assuming that fuzzy regulator works during and after the blow. Although limited amount of experts knowledge was available, the results proved the stability of the system. Hover parameters after the blow disturbances stabilize in all considered axes. Modeling of the helicopter motion dynamics is a very complicated task. Helicopters differ from other ying objects. The main differences are the way of producing vertical/horizontal thrust and the steer method. The knowledge about other ying objects can be extend for helicopter modeling only in limited range (see Lejshman [5], Peters [11], Troung [13], Wood [14], and Kowaleczko [4]).Most of the issues with helicopters are specic to them only. There are many approaches to solving them since most of the theoretical analysies are based on experimental data. It is necessary to take into consideration that real helicopter tests are expensive and sometimes dangerous or not possible to be realized. Exceeding exploitation limits of the helicopter may result in crash. Thus searching for new simulation techniques in this area has great signicance. Simulative model of helicopter presented here was developed on the base of the literature and research done in PZL Swidnik in Poland. The mathematical model in question is based on aeroplane model of the helicopter (see Hees [2], Mannasses [7] and McKillip [8]), where motion equations are the consequence of the balance of power and moments supplemented by the kinematic relation. Helicopters dynamic features were evaluated with the assumption that only longitudinal and lateral velocities of the fuselage were known. In this model the movement of mobile parts of the helicopter was not taken into account.

1. Introduction
In recent years the neural network, fuzzy logic control, linear prediction and genetic algorithms have been used for modeling helicopters ight. These new techniques better solve problems with nonstationarity and nonlinearity of the ying objects (in Hirota [3]) than conventional ones. In this paper a solution of the autopilot system for helicopter in hover taking advantage of the fuzzy control is proposed. Hereafter research results of the simulation of the helicopter fuzzy regulator system in the hover state are presented. Inuence of the speed of the wind blow longwise
1 PZL - polish acronym which means Polish Aviation Factory (pl. Polskie Zaklady Lotnicze)

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Axis of the Rotor Shaft

P, Q, R - are angular velocities with respect of Ox , Oy , Oz axes , - are roll and pitch angles And let

0, 1, 2, so ] B = [

(2)

0 is a collective denote a vector of input variables, where pitch angle of blades, 1 is a lateral cyclic pitch angle of 2 is a longitudinal cyclic pitch angle and so is a blades, collective pitch angle of the tail rotor.

3. Simulation - fuzzy regulator

3.1. Assumptions
Figure 1. System of coordinates of the helicopter. Derivatives of the helicopters steering angles B = 0, 1, 2, so ] are the input parameters to the simula[ tion model. Output parameters of the simulation model, like in the mathematical model, are the helicopters longitudinal and angular velocities and the roll and pitch angles. Thus the parameters of the ight vector are: A = [U, V, W, P, Q, R, , ]. Since only helicopters hover state is simulated some parameters e.g.: aerodynamic derivative X U X V X W . . . N P N Q N R , inertia moments I, weight of the helicopter m are assumed to be constant. These parameters have been obtained experimentally in PZL Swidnik factory and correspond to the Kania type helicopters. In simulation the input values of the helicopter model were chosen from the range as follows: 0 (1 ; 13 ), the range of collective pitch angle equals 12 , 1 (7 ; 6 ), the range of lateral cyclic pitch angle equals 13 , 2 (5 ; 5 ), the range of ongitudinal cyclic pitch angle equals 10 , so (10 ; 20 ), the range of collective pitch angle of the tail rotor equals 30 . Helicopter ight simulation was done for the small ight speed. Then only slight inuence of horizontal n is observ = 0 can be assumed. able. Moreover M W W

2. Mathematical model of the helicopter

Kinematic relation equation of balance of power and moments can be derived from impulse theory, which is described in McLean [9] and Gaonkar [1]. Impulse theory let us model main rotor assuming some simplications about blade geometry and deformation. Blades are assumed to be rigid and move along a horizontal and axial hinge. Moreover blades aerofoil contour, twist, bending exibility, aerodynamic characteristics and induced velocity eld can be analytically approximated. The method which uses the aerodynamic derivatives obtained by the experiments is one of the ways of computing thrust and moments of the affected helicopter. Aerodynamic derivatives are the coefcients of the linear function, which is mathematically exchangeable with Taylor series expansion of the aerodynamic burden, relatively to state variable in the point surrounding and correspond to stable y with only the rst order coefcients. Numerous experiments are required to obtain aerodynamic derivatives. Thrust and moment function computed from the aerodynamic derivatives consider the couplings of the helicopter control (couplings appear between all cyclic sticks). In Figure 1 the right-skewed system of coordinates is presented. Oxg yg zg is a moving coordinate system connected with direction of gravitation, while Oxyz is a system connected with fuselage. These systems are interconnected by angles of roll , pitch and yaw . Let A = [U, V, W, P, Q, R, , ] (1) be a vector which describes the parameters of the ight, where the: U, V, W - are linear velocities along Ox , Oy , Oz respectively

3.2. Fuzzy regulator - proposed model

Lets dene the following linguistic variables: S - which denotes the slow changes of parameters in up direction S - which denotes the slow changes of parameters in down direction

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/ 89:7-,3.08

Param [rad/s] 0 1 2 so
PQR

N -0.05 -0.14 -0.16 -0.26

S -0.03 -0.10 -0.12 -0.19

S 0.03 0.10 0.12 0.19

N 0.05 0.14 0.16 0.26

0 .4590724/0

Mux
. . . . . .

PQ R
. . .

X aYa Z a

PQ R

UVW 0 1 2 SO
LMN
Aerodynamic forces and moments Helicopter dynamic
. . . . . . .

Table 1. Qualitative values of the angles Rules of the FIS2 regulator (U (U (U (U (U (U (U (U == N ) (Q == N ) (1 = N ) == N ) (Q == N ) (1 = N ) == N ) (Q == N ) (1 = N ) == N ) (Q == N ) (1 = N ) == S ) (Q == S ) (1 = S ) == S ) (Q == S ) (1 = S ) == S ) (Q == S ) (1 = S ) == S ) (Q == S ) (1 = S )

UVW

UVW

0 1 2 SO

UVW

: .43974 07

PQR

(5)

Figure 2. Helicopter simulation model.

N - which denotes the normal changes of parameters in up direction N - which denotes the normal changes of parameters in down direction According to the model from Figure 2 based on the simulation data related to the real helicopter piloting the fuzzy logic rules are obtained. A lot of tests correcting some parameters of that model enabled determining values of the membership functions for proposed model see Lower [6]. Our fuzzy model is based on the Mandani model. In the Matlab environment the fuzzy regulator of the helicopter was developed. As a result the Simmulink application was build with four regulators as follows: 0 = FIS1 (W ) 1 = FIS2 (U, Q) 2 = FIS3 (V, P ) so = FIS4 (R)

Rules of the FIS3 regulator (V (V (V (V (V (V (V (V == N ) (P == N ) (2 = N ) == N ) (P == N ) (2 = N ) == N ) (P == N ) (2 = N ) == N ) (P == N ) (2 = N ) == S ) (P == S ) (2 = S ) == S ) (P == S ) (2 = S ) == S ) (P == S ) (2 = S ) == S ) (P == S ) (2 = S )

(6)

Rules of the FIS4 regulator (R == N ) (R == N ) (R == S ) (R == S ) (so = N ) (so = N ) (so = S ) (so = S )

(7)

(3)

3.3. Qualitative description of membership functions

For the simplicity of the model triangular membership function was used. Values of the linguistics variables are presented in Table 1. For the qualitative description of the ight parameters the helicopter model response on the steering impulse (see Table 1) was measured. Each impulse has the duration time equal to 1[s]. Quantication of the ight parameters was the goal. In effect of experiments linear proportion of the steering impulse to the corresponding parameters trend was observed. Detailed description of this experiments was done in [6]. In the Table 2 the qualitative values of the parameters trends used in membership functions are presented.

Each of the fuzzy regulators described by set of equations (3) implements the set of fuzzy rules as follows: Rules of the FIS1 regulator (W (W (W (W == N ) == N ) == S ) == S ) (0 = N ) (0 = N ) (0 = S ) (0 = S )

(4)

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Linguistic values N S S N Linguistic values N S S N

0,004

U [m/s] 2.032 1.452 -1.452 -2.023 P [rad/s] 3.208 2.406 -2.405 -3.207

V [m/s] 2.583 1.937 -1.935 -2.579 Q[rad/s] -0.746 -0.533 0.533 0.704

W [m/s] 3.184 1.910 -1.910 -3.184 R[rad/s] -1.996 -1.459 1.460 1.998
[deg]

0,003 0,002 0,001 0

-0,001 -0,002 -0,003 0 10 20 30 40 50 60 70

t [s]

80

Figure 4. Stabilization of the pitch with fuzzy regulator.

Table 2. Qualitative values of the ight parameters

0.03 0.02 0.01

0,003 0,002

W [m/s]

0,001

W [m/s]

0 -0,001

-0.01 -0.02

-0,002

0
-0,003 -0,004 0 10 20 30 40 50 60 70

10

20

30

40

50

60

70

t[s] 80

t [s]

80

Figure 5. Inuence of wind blow along axis x on stabilization of the longitudinal velocity W with fuzzy regulator.

Figure 3. Stabilization of the longitudinal velocity W with fuzzy regulator. simulated hover state with application of proposed fuzzy regulator is near the ideal hover state while in the same conditions while without fuzzy regulator the helicopter would go crash.

This values are proportional with the constant coefcient k , which are heuristically matched, to the measured values. More detail can be nd in [6].

4. Experimental results
4.1. Performance of the fuzzy regulator for the case without disturbances
For the proposed model of the fuzzy regulator the simulations were performed. In Figures 3 and 4 it can be seen that periodic moves of the helicopter were suppressed and after 70[s] the amplitudes of corresponding parameters did not outrun values: W = 2 104 [m/s], = 6 104 [deg ]. Due to the lack of space not all gures are presented in this paper. Rest results can be found in [6], but obtained parameters do not outruns values: U = 1.1 103 [m/s], V = 0.2 103 [m/s], W = 5 103 [m/s], P = 105 [rad/s], Q = 2 105 [rad/s], R = 2 105 [rad/s], = 2 105 [deg ]. In practice these values mean that the
[deg] 1 0.5

-0.5 -1 0 10 20 30 40 50 60 70 80

t [s]

Figure 6. Inuence of wind blow along axis y on stabilization of the pitch with fuzzy regulator.

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4.2. Answer of the fuzzy regulator to disturbances

The research on inuence of disturbances in all three linear directions x, y, z according to Figure 1 was carried out. Stabilization of the periodic small moves of the fuselage was achieved in all cases. However, longer time of parameter stabilization was observed than in case of lack of the wind blowing. Biggest boggles of parameters took place always in the direction of the blow. Moreover, some of the ight parameters exhibit constant but small regulation deviation - see Figure 5 and Figure 6.

quate simulator. Next step is visualization of the presented concept.

References
[1] Gaonkar, G.H., Chunduru, S., Subramanian, S.: Effect of Dynamic Stall and Three-Dimensional Wake on Aeroelastic Stability of Isolated Hingeless Rotors with Experimental Correlation. The American Helicopter Society 50th Annual Forum, 1994. [2] Hess, R.A., Gao, C.: A generalized Algorithm for Inverse Simulation Applied to Helicopter Maneuvering Flight. Journal of the American Helicopter Society, 38, 1993. [3] Hirota, K.: International Application of Fuzzy Technology. Springer-Verlag, 1993. [4] Kowaleczko, G., Dzygadlo, Z.: Analysis of Spatial Motion Dynamics of a Helicopter for Various Models of The Inducted Velocity Field. Journal of Technical Physics, 34:119 143, 1993. [5] Lejshman, J.G., Beddoes, T.S.: A Semi-Empirical Model for Dynamic Stall. Journal of the American Helicopter Society 34, 1989. [6] Lower, M.: Fuzzy Logic Control of a Non-Linear Object Related to a Helicopter. Ph.D. Thesis, Wroclaw University of Technology, 2000. [7] Mannasses, M.A., Murray-Smith, D.: Aspects of Multivariable Flight Control Law Design for Helicopters Using Eigenstructure Assignment. Journal of the American Helicopter Society, 37, 1992. [8] McKillip, R., Perri, T.: Helicopter Flight Control System Design and Evaluation Using Controller Inversion Techniques. Journal of the American Helicopter Society, 37, 1992. [9] McLean, D.: Automatic Flight Control Systems. Prentice Hall, 1996. [10] Papanikas, D.G., Spyropoulos, A.J.: Helicopter Rotor Downwars Calculation Using the Vortex Element Method for the Wake Modeling. 20th Congres of the internation Council of the Aeronautical Sciences ICAS, 1996. [11] Peters, D., Boyd, D.: Finite-State Induced-Flow Model for Rotors in Hover and Forward Flight. Journal of the American Helicopter Society, 34, 1989. [12] Szumanski, K.: Helicopter theory and simulation research. ILot works, 5, Warsaw 1997 [13] Troung, V.: A 2-D Dynamic Stall Model Based on a Hopf Bifurcation. 19th European Rotorcraft Forum, 1993. [14] Wood, E., Platzer, M., Abourahma, A., Couch W.: On the Unsteady Aerodynamics of Higher Harmionic Control. 19th European Rotorcraft Forum, 1993.

5. Conclusions and Future Developments

The problem considered in this paper is interesting and new. Helicopter is one of the youngest achievements of the ying techniques. First publication describing all aspects of the helicopter dynamics was published in late seventies. Basing on today experiments it can be marked, that in the area of helicopter dynamics in hover there are many unsolved problems and further research makes sense. Thus subsequent research on correction of the fuzzy control rules and membership function values have been done. Since helicopter is a nonstatic and unstable plant having many degrees of freedom, its automatic control is problematic even today. In the literature the analytical equations of helicopter control can be found. Solving equations require complicated computations in every ying stage and at every time instant. It is not possible to perform this computation in real time basing on computational techniques available today. Moreover, the equations mentioned do not solve all the control problems, ie. these equations change for high speed ight. Effectiveness of the analytic approach decreases along with the ying velocity until hovering. From this point of view fuzzy control method can be seen as an alternative way of solving treated problems. Fuzzy control approach can solve those problems with signicantly decreased computational cost. There is still much to improve in this model. The fuzzy regulator described in this paper is based on small amount of expert knowledge, on some observations of the reaction of the human pilot and on many simulations. The advantage of the presented fuzzy regulator is that stable control system can be obtained despite of limited expert knowledge and simplied model of regulator. From implementation point of view of helicopter ght simulator the rst step is done. Eclipse Java programming environment is chosen for writing the Web application. Java is multi-threading Internet dedicated programming language and is adequate for simulations. The main aim of our work is a good formal basement for programming the ade-

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