MM3.

MODERN CONTROL BANK-T0-l" AUTOPILOTFOR HAVE DASH 11MISSILE

K. L. Lee and M. A. Langehough
The Boeing Company, Defense & Space Group, Seattle, Washington
and
Capt. R. A. Chamberlain
United States Air Force, Eglin Air Force Base, Florida

"SBA
This paper addresses the application of modem
control bank-to-tum autopilot to the HAVE DASH 11
air-to-air missile. The application of control
techniques to an asymmemc airframe with highly
nonlinear aerodynamic characteristics is discussed.
Included are a summary of the mission and airframe
concept, a discussion of the bank-to-tum control
technique, a description of the aerodynamic
characteristic, and resulting stability margins.
Results of a 6 degree-of-freedom @OF) simulation
verification study are also shown. The modem
control algorithms are programmed in Ada high-
order language (HOL) and are now being tested in
hardware-in-the-loop. Flight test of the design will
occur in 1992.
Introduction
The design of the control system for supersonic air-
to-air missiles is a complex problem due to the rapid
variations in missile flight conditions and the highly
nonlinear aerodynamic characteristics. An additional
complexity occurs for a missile with a preferred
maneuver plane that requires rapid roll response for
bank-to-tum (B'IT) maneuvering. To maintain low
sideslip angle while generating high acceleration
against a maneuvering target, the missile must roll
about its velocity vector (i.e., a combined yaw/roll
maneuver with high roll rate). Thus, both inertial
and aerodynamic cross-coupling can become
significant in the autopilot design. Design
requirements include high response and a high level
of robustness to parameter variation and
aerodynamic nonlinearities. The control system
must have a sufficiently broad bandwidth to
accommodate target maneuvers, yet not so broad that
fin actuator saturation occurs.

AUTOPILOT
BANKTOTURN
Ada ELECTRONICS
AMRAAMIMU INTEL80386

PARACHUTE RECOVERY SYST

ALLOWS RECOVERY & REUSE
AIRFRAME STRUCTURE /
FINSISERVOS
HIGH STRENGTH
GRAPHITE COMPOSITE ELECTRIC ACTUATORS -
FAST
RESPONSE, HIGH TORQUE
0 LOW DRAG
* HIGHLY MANEUVERABLE * COMPOSITE FOLDING FINS -
LOWER DRAG, INTERNAL OR

I EXTERNAL CARRIAGE

Figure I . HAVE DASH 11 Aiframe Configuration

CH3OOO-7/92/oooO-0214$1.00'1992 IEEE 214

This paper addresses the application of modem baseline autopilot and, a discussion of the stability
control bank-to-turn techniques to an advanced air- margin and 6-DOF simulation results.
to-air missile. Work was performed under the
HAVE DASH I1 contract. The purpose of this
program is to demonstrate an advanced BTT 47- ci deg
airframe for a medium-range air-to-air missile. The
program includes airframe design, guidance/control
and software design, missile fabrication, ground
testing, and flight testing. The ground testing
includes hardware-in-the-loop testing of the control
system. The flight tests are designed to demonstrate
the airframe maneuverability and performance
against inertial simulated targets. No seeker
hardware is included in the airframe. For the
airframe demonstration, an AIM-7 rocket motor is
used in the flight test. Advance propulsion and -loL (;:;J
7 Burnout condition
seekers could be included in the future.
~~ ~~

Figure 2 . Pitch Trim Capability

The HAVE DASH I1 airframe.is a low drag lifting
body configuration with four movable fins for
stability and control (figure 1). The preferred
orientation to maximize the vehicle maneuverability
is with the flat side into the airstream. The bank-to-
turn is performed with reference to the flat side.
The autopilot design analysis is based on using the
integral linear quadratic regulator (LQR) method
described in the 1987 proceedings.[ll Included in
this paper are a description of aerodynamic
characteristics to be controlled, a description of the
B On
Stability and Control Aerodynamic
Detailed wind tunnel tests were conducted for the
HAVE DASH IT configuration. Subsonic and
supersonic flight conditions were tested for a range
of angle-of-attack and control surface deflections.
Results of the test showed a configuration with good
pitch m m characteristics, but the stability and
a d y n a m i c cross-axis coupling is highly nonlinear
with respect to angle of attack. The vehicle
--

02 --

I f
1
1 ,

Burnout condition

Figure 3. Pitch Axis Stability Coefficients - CMa

215
configuration poses a real challenge to an autopilot
designer. The nonlieax aerodynamic characteristics
demand a robust control system.
An example of the trim characteristic is shown in
figure 2. The vehicle aims easily with less than 10-
degree deflection for angle-of-attack conditions of
-24 to 24 d e p e s . The vehicle has a large change in
stability with angle-of-attack as shown in figure 3.
The data indicate a reduction in stability at -10 deg
due to the shadowing effect on the upper fins froma
vortex off the leading edge of the flat body. The
yaw and roll fin effectiveness is demonstrated in
figure 4. There is good fin effectiveness in each axis
but large cross-coupling near the a=10 deg. The
vehicle is highly stable in the dutchholl mode, nearly
too stable for good BlT control.
Control System Design
The missile control system is designed to use the
high maneuverability of the BTT airframe. A
functional block diagram for the control system is
shown in figure 5. The BTT logic receives the
normal and side acceleration commands from the
guidance laws. The acceleration components are
changed from rectangular coordinates to polar
coordinates consisting of pitch axis accelerationand
delta bank angle change. Figure 6 shows a block
diagram of the BTT logic. The pitch axis
acceleration is translated to an equivalent angle-of-
attack command, and the delta bank angle to roll-
and-yaw rate commands for the autopilots.
218
Figure 4 . Yaw Roll Cross Coupling Effect
The modern control autopilot was developed using
the integral linear quadratic regulator (LQR)
technique. The autopilots are full-state feedback
controllers with direct control of roll rate and body
angle of attack with zero sideslip angle command.
Integral control is included in both the pitch and the
roll autopilots to minimize the steady state error.
Because of the abrupt transition of the missile
stability conditions, as shown in figure 3 , the
autopilot design point at the transition (a=lOdeg)
must be robust across the transition region (from 8
to 10 deg), to compensate for the estimated angle-of-
attack uncertainties, c.g. uncertainties, and
aerodynamic coefficient uncertainties. Tradeoffs
between good gain and phase margins and good time
response are made. The robusmess of the autopilots
occur using the LQ design approach. The large
phase and gain margins obtained minimize the gain
scheduling requirements. The autopilot is an all-
digital design using 10 ms sample time, with 6 ms
allotted computational delay.
 Gain computer
Gravity bias (Trim limits)

4 c1
io'".-
-W
i r
L
Limiter Q 4m

-
as a i m = f(q,M) b

Bank rate
limit r&.
a Is

Frame time = 10 ms
Figure 6 . Nominal BTT Logic
The semi-adaptive autopilot gains are scheduled as estimate of the vehicle normal acceleration is
functions of estimated angle of attack, mach, and compared to the sensor value to form an acceleration
weight, with a compensation factor for altitude. error. The error is integrated to form the angle-of-
Figure 7 shows a block diagram of the pitch attack correction. The same logic is used in
autopilot. Typical gain and phase margins at correcting the sideslip angle. Figure 8 is a block
different angles of attack are shown in figure 9 on diagram of the angle-of-attackestimator.
the next page. Modem control is compensated with
classical notch filters for first structural mode (50
Hz)and pre-filter for upper mode. Shake tests have a estimate
been conducted to verify the design.
a wind
Another important element in the angle-of-attack
autopilot is the angle-of-attackestimator. With a 3-
axis strapdown platform, the inertial angle-of-attack
[ integptor J
Acceleration
I
and sideslip can be calculated directly. To
-e
estimation
compensate for winds, a wind estimator is used. An a z + -
I
thrust in z axis

Figure 8. Angle-of-AttackEstimator
Simulation Results
For the HAVE DASH I1 flight test program, four
flight test profiles with increasing maneuver
difficulties are planned. b'igures 10, 11, and 12
show the simulated flight profile 1 and the
corresponding angle-of-zxack and roll-angle
profiles. The flight profile consists of a 180-degroll
at launch and a 3-sec motor burn phase, followed by
Figure 7. Pitch Autopilot three step maneuvers to determine the BIT response

217
 a=14'
to
1

Figure 9. Gain and Phase Margins at DifferentAngles of Attack

characteristics. The step maneuvers are followed by
a terminal intercept maneuver with scenarios ranging
from tail chase, 60-deg off head-on, and head-on
intercepts. After the intercept maneuver, the missile V I J. Blight, E. Coleman, c . Thompson, "IntegralLQG
is programmed to glide down to 10,000 ft and Controller Design for a FgMer Aircraft," AIAA-87-
commanded to a -10-deg angle of attack for 2452-CP, Proc. of 1987 Guidance, Navigation, and
parachute deployment. Control Conference, Monterey, CA, August 1987

Conclusion
The bank-to-turn autopilot design for the HAVE
DASH Il airframe is a difficult problem due to the
highly nonlinear aerodynamic characteristics.
Robustness to parameter variation is essential in the
controller designs. A baseline autopilot has been
designed using integral LGQ technique
complemented with semi-adaptive gain scheduling
technique. Adequate stability and response have
been demonstrated in detailed 6-DOFsimulation and
in hardware-in-the-loop testing. The next
verification will occur during four flight tests
scheduled to be conducted between June-September
92.

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