Fault-tolerant Control for Semi-autonomous Damper

Yi-bo Li1, Bin-Bin Gao1, Wei Guan1

1. School of automation, Shenyang Aerospace University,110136 E-mail: guanweihaha@163.com Abstract: This paper studies the problem of designing adaptive fault-tolerant controller for semi-autonomous control aircraft landing gear, and the magneto-rheological damper is used as shock absorber of aircraft landing gear. The dampening system adjusts damping force to reduce aircraft landing impact load and oscillation frequency according to the real-time feedback to ground. When the plane lands, the plane often makes a big impact load, It is very easy to cause the damage of actuator unit and important for the safety of the aircraft. This paper uses H-infinity and fault-tolerant control to reduce influence of landing gear actuator fault and have ability of anti-disturbance, And good control effect can get from the simulation. Key Words: Landing gear, MR fluid damper system, fault-tolerant, semi-autonomous control, H-infinity control

INTRODUCTION

Aircraft landing gear is one of the important component parts of aircraft. As the traditional passive gear has its own limitations (the damping parameter cannot be adjusted), it could only make a response in accordance with the shocks of landing gear and the vibration of track. These disadvantages cause to the low performance of landing gear, and they will easily cause problems. At present, the technology of main landing gear on the application of control technology is a semi-autonomous control Technology. Semi-active control is a kind of control method which is between the active control method and passive control method, and its control performance is close to full active control technology, but it has no additional power source. It only needs the weak power control system according to the load, speed and road conditions changes to adjust the internal parameter of structure, making the structural parameters the best condition. It is a kind of control method of parameter [1] to [4]. Magnet-orheological fluid (Magnet-orhelological Fluids, referred to as MRF) is a kind of controllable fluids. Recently, it is a kind of new materials. Without the effect of external magnetic field, the magneto-rheological fluid will have good mobility. With the strong effect of magnetic field, the magnetic-orheology liquids can be continuous and reversibly change in a high viscosity, low flow of Bingham Body at the millisecond level time, and makes its apparent viscosity increases in more than two orders of magnitude. Magnetic field will appear similar to the solid mechanics properties. The MR damper which makes use of this magnet-orheological fluids nature is a very promising development direction of the semi-active control damper [5][6]. Themagneto-rheological damper has been used in China and other countriesnow. For example, MR damper
This work was supported in part by Program for the Funds of National Science of China (Grant Nos. 61203087), the Liaoning Education Department Plan Project of China (No. L2010426), and the Liaoning Students Innovation Training Plan Project of China (Nos. 201210143012, 2012106).

can be served as the structural anti-seismic damper. The anti-seismic damper and car seat shock absorber are all developed by American Rhodes company [7]. Because MR damper has shown good performance, it has been applied in the field of Aeronautics for many times and has obtained good damping effect. And some foreign countries have applied it in the helicopter rotor system [8]. Fault tolerant control is a kind of technology that is developed for improving the reliability of systems. Fault-tolerant control idea was first proposed in 1971 by Niederlinski [9]. In 1980, Siljak published articles about reliable stabilization, and it had the extremely vital significance for the development and promotion of fault-tolerant control research [10]. Now, the fault-tolerant problem is divided into two research directions, which are active fault-tolerant control and passive fault-tolerant control [11]. In 1993 and 1997, Professor Patton has written two representative articles about the fault-tolerant control. In the articles, the fault-tolerant control is to be in the face of the problems which have been analyzed, and put forward the methods to solve the problem [12][13]. In the domestic research, Professor Ye Yinzhong first published and summaried fault-tolerant control [14][15]. Then, in China, The scholar have published a series of articles on fault-tolerant control [16]~[19]. Now, fault-tolerance control has been widely used in many industries including chemistry, aviation technology, aerospace technology, robot technology, and so on. Due to good controllability, magnet-orheological damper has already been used for aircraft landing gear in foreign countries, and it achieves good damping effect in the take-off and landing. But the aircraft landing gear often works in larger impact load and components structure approach or exceed the design limits of the state, so the landing gear is easily to cause malfunctions. The main types of landing gear failure has included the component deformation, the parts in larger impact load causes by partial loss of actuator, and the oil cylinder damages to cause MRF fluid leaks , etc. When a fault occurs, the performance of landing gear will be severely

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affected. Take-off and landing of aircraft often require damping system with high control accuracy, otherwise it will easily cause the crash accidents. So, for the safety of the aircraft, the anti-disturbance ability of landing gear has a very important meaning. The application of fault-tolerant control in aircraft landing gear is very important for the study of taking-off and landing planes. The first part of this paper is mathematical modeling of the aircraft landing gear. The second part is semi-autonomous control of the landing gear model which had been built goes on with fault-tolerant control. Through detects real time values of the state variables to estimate the adaptive law, the actuator adjusts parameters to make the system stable performance. The third part is simulation results and principle analysis of the system.

Here, some mechanical model assumptions is needed to simplified the model. (1) All of the force which effect on the landing gear parts can be equivalent to effect in vertical direction. (2) Neglect the length, which deviates from the center line of haft and bumpers. (3) The gravity center of Buffer to with stand mass is determined by intersection of the buffer and trunnion centerline. (4) M 1 can be idealized to concentrate on the rigid body nearby the trunnion. (5) Here, only consider the level deflection deformation of the buffer structure (anteroposterior direction), and the other deformation of the buffer structure ignores. (6) M 2 concentrates on the axle in ideal condition. Bogie landing gear concentrates on the frame beam. (7) Multiple tire characteristic are equivalent to one tire characteristic in ideal condition. (8) Regard stiffness of the frame beams and tire stiffness together. For modeling of aircraft landing gear, this article will consider the following aspects of the force: all the force which is generated by buffer pillar in the axial direction, the force which is generated by air spring, the damping force which is generated by hydraulic oil, the frictional force which is generated by the buffer, The restricted force which is generated by the buffer structure, the force which is generated by tire in the vertical direction, the force which is generated by tire in the horizontal direction. Analyze the simplified model of the landing gear. The following the differential equations of damping system can be given

MECHANICAL MODEL OF MR DAMPER ON THE AIRCRAFT LANGING GEAR

The buffer and tire of landing gear are important parts of buffer units, when the plane takes off and lands. Good damping performance and control performance are demanded by the plane. As magneto-rheological damper shows good shock absorption and control characteristic, it is applied in the landing gear shock absorption device. Here, the magneto-rheological damper and spring serve as the damping device. Damping device consisting of damping system must be used with good control algorithm to ensure the safety of aircraft landing, so the research of control algorithm becomes a very important problem for landing gear system with shock absorption. Control algorithm that needs to be used on the accurate model can guarantee good performance for closed-loop system. Here, the first step is to be modeling precise landing gear dynamic mode [19]. System dynamic model is given by using dynamics and kinematical principle. The differential equation is obtained and processed from the model. Firstly, conduct the classification according to the stress and motion characteristics of the landing gear parts. Then, make an introduction to establish the model of landing gear according to the mechanics of relevant model characteristics. First of all, Classification and equivalent model are needed to deal with according to their mechanical characteristics and movement features.

 = C ( Z  Z  ) + K (Z Z ) + U M 1Z 1 1 2 1 1 2 1    M 2 Z 2 = -C1 ( Z 2 Z1 )-K1 ( Z 2 Z1 )-K 2 Z 2 -U

(1)

K1 = 7 105 N / m; C1 = 5 10 4 N sec/ m
K 2 = 3.2 106 N / m

K1 , K 2 , C1 are the constant which are obtained from the the landing gear system model. U 1 and U 2 are semi-autonomous control force. Here, Z1 a nd Z 2 are the displacements of M 1 a nd M 2 in the vertical direction
separately, when the plane lands. The landing gear system is single input and multiple output. The input is the semi-active control U .The output are  ( the speed of M ), Z and Z  ( the speed of M ). Z1 , Z 1 1 2 2 2 Then, It can be expressed by using the following system.

 = AZ + BU Z
Fig 1. Half autonomous landing gear the linearization of the simplified model

In figure 1 M 1 is the mass which is above buffer barrel wall of the air spring ( including fuselage, wing, buffer barrel wall, etc.). M 2 is the mass which is below air spring on the landing gear ( including landing gear tires, piston rod, support frame, etc. ).

And, applies parameters of the formula Error! Reference source not found. to the equation of state (2), the following equations can be obtained.

Y = CZ

(2)

 = 2 Z  + 2Z  28 Z + 28 Z + U Z 1 1 2 1 2  = 60.5327 Z  60.5327 Z  847.4576 Z Z 2 1 2 1 +4721.5496 Z 2 U

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The following downgrade process is needed to apply the state of the equation (2). Then, the state of equation can be written

uiF (t ) = ( I i j )ui (t ) 0 i j i j i j

i = 1" m , j = 1" L
j

(5)

 (t ) = Ax (t ) + Bu x (3). y = Cx Here, Z of formula (2) is replaced by x , U of formula (2)

is replaced by u .

i represents the fault occurs in the i actuator and in the j fault mode. L is the total number of the possible failure
mode ,such as landing gear oil spills or actuator component damage. and are the upper and lower bound of the failure degree of actuator. The problem which is in the normal working state, or in a state of partial failure. It is not including completely failure situation of the actuator ( i j 1 ) . Here, the signal is obtained by the landing gear actuator in fault mode. The formula can express: u F (t ) = ( I )u (t ) , [ 1 " m ] (6), and can represent the = diag[ 1 " m ] The state equation of actuator of the failure mode can be got from (5) and (6),

0 1 0 0 28 28 2 2 A= 0 0 0 1 847.4576 60.5327 4721.5496 60.5327

0 1 1.0000 0 B= C= 0 0 1.0000 0

0 1 0 0

0 0 1 0

0 0 0 1

A, B, C are based on the parameters derived from the formula (2).

 (t ) = Ax(t ) + B1 w(t ) + B ( I )u (t ) x

CONTROLLER DESIGN

z (t ) = C1 x(t ) + D12 ( I )u (t )

(7)

When the plane lands, the Landing gear often produces a strong impact load so that it likely causes damage to the parts of the landing gear actuator. For example, as the impact load causes damage to the magneto-rheological barrel wall, the magneto-rheological oil will leak out. The shock load causes damage to the mechanical components parts. Then, the aircraft landing gear cans not be normal to work and the loop-system may be not stable. Aircraft landing gear is the most accident-prone, so it needs a high demands for gear failure-resistant capability. When the actuator fault occurs, the aircraft can land normally and have a strong ability of the anti-disturbance at the same time. Through detects of the real-time state variable of the damping system, controller regulates the method of adaptive law to adjust the control algorithm to minimize impacting. The actuator will ensure the system stable. First, systematic influence is considered to the landing gear shock .The following state of the system equations can be get:

H is used to design feedback controller for aircraft landing

gear fault-tolerant state. The structure of the landing gear shock absorbers is designed so that closed-loop system is not only can be kept stable in the normal state, but also can be kept stable in the fault state. Controller reorganization becomes as follows:

  (t )) x(t ) = ( K 0 + K a ( (t )) + K b ( (t ))) x (t ) u (t ) = K (

(8)

(t )) = K a1 1 (t ) and K b ( (t )) = Kb1 ` (t ) Ka ( 1 (t ) is used to estimate of 1 the parameters ( K 0 where

K a1 and Kb1 of controller gain are needed to design.

The following equations of damping system can be rewritten:

 (t ) = Ax (t ) + B1 w (t ) + B ( I )u (t ) x

= Ax (t ) + B1 w + B ( I ) (9) (t ) + K b (t )) x (t ) + B1 w (K0 + Ka (t )) x (t ) z (t ) = C1 x (t ) + D12 ( I ) K (

 (t ) = Ax (t ) + B1 w(t ) + Bu (t ) x

y (t ) = Cx (t ) + D21 w(t ) Where, x(t ) represents the system state of the landing gear. u (t ) is the semi-autonomous control force of landing gear damping system. w(t ) is the disturbance inputs L2 [0, ] ,
which is generated by the landing gear damping system. And the disturbance is inevitable, when the plane lands. Because the system is not general, let D21 = 0 . At the same time, make B1 = [1 1 1 1]
T

(4)

At the same time, the equation can be obtained too.

( I )u (t ) (t )) + K b ( (t ))) x (t ) = ( I )( K 0 + K a ( (10) (t ))) x (t ) + ( I (t )) x (t ) = ( I )( K 0 + K a (

 ) x (t ) + ( I ) K b (  ) x (t ) +( I ) K a ( (t ) .Though K a (  (t ) = (t )) and Kb ( (t )) where

have the same forms, we deal with them in different way, which gives more freedom and less conservativeness. Denote p = =( 1 " m ) : 1 min( j ) min( j )

, to verify that the

disturbance signal effects on the stability of the system. The parameters of the system matrix A, B, C are the coefficient matrix A, B and C of the system (3). The actuator fault model should be considered that the damper system may produce.

n f is H 's performance index ,when the actuator of

dampening system works normally or faultily. Theorem 1 [21] Let f >0and n >0 . If there exist X > 0 Y0 , Yai , Ybi

i = 1" m and a symmetric matrix with

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 12 = 11 T 12 22
, such that following inequalities and 11 , 22 R hold: 22 ii 0, i = 1" m (11)
Nn Nn

Here, li > 0(i = 1" m) is constant. Pr oj{} is projection

i (t ) to operator.The projection operator estimates value of

project into the [ i , i ] . When the system is in normal circumstances work, the closed-loop system (7) is asymptotically stable. = 0 and

11 + 12 ( ) + (12 ( ))T + ( ) 22 ( ) 0 (12) when the system is in normal work and = 0

(13) when the system is in fault work and, [ 1 " m ]

x(0) = 0
T T 2 z (t ) z (t )dt n w (t ) w(t )dt + 0 0 i =1 m

 i2 (0) . li

N 0a ZT 1

Z1 + U TU + G T G < 0 Z2

When the system is in abnormal circumstances work, where = 1 " L and x (0) = 0 .

z
0

T (t ) z (t )dt 2 f w (t ) w(t ) dt + 0 i =1

 i2 (0) li

j N
j

The parameter is

where

N0 T Z1

Z1 + U T U + G T G < 0 (14) Z2

 (t ) = diag [ 1 (t ) "  m (t )]  i (t ) = i (t ) i
Then the controller gain is given by (24)

) = K0 + 1 K ai + K bi K ( N 0 a = AX + B ( I )Y0 + ( AX + B ( I )Y0 ) T
+ B iYai + ( B
i =1 i =1 m m

Algorithm 1 1 Step 1 Solve the following optimization problem: iYai )T + 2 B1 B1T (15) min a n + b f n

N 0 = AX + B( I )Y0 + ( AX + B( I )Y0 )T s.t. (13) (25) 2 Here, n = n and f = 2 . a and b are weighted m m f 1 + B iYai + ( B iYai )T + 2 B1 B1T (16) coefficient. The normal working time of system is more
i =1 i =1

) = diag [ 1 I nn " m I nn ] (17) (

Z1 = [ B Ya1 + BYb1 " B Yam + BYbm ] (18)

than the fault time, so a > b . With the optimal solutions n , f , X = X opt , Y0 = Y0 opt , Yai = Yaiopt and Ybi = Ybiopt ,go to step 2. Step 2 Determine the controller parameter matrices K 0 = YX 1 , K ai = Yai X 1 a nd K bi = Ybi X 1 . Step 3 Determine the adaptive law (24). Then, an adaptive fault-tolerrant controller is designed. The formula (15), (16) of theorem 1 is used to the aircraft landing gear system.

I nn G = # I nn 0

0 (19) I mnmn

1 1 T 1 m T BY " BY b1 (BY b1) bm (B Y b1) (20) Z = # # # 2 1 T m m T BmYb1 (BY " ) B Y ( B Y ) bm bm bm

N 0 a = AX + B ( I )Y0 + ( AX + B ( I )Y0 ) T 1 (26) + B Y a 1 + ( B Y a 1 ) T + 2 B 1 B 1T

U = [C1 X + D12 ( I )Y0

"

D12 ( I )(Yam

and also i (t ) is determined by the adaptive law.

= AX + B ( I )Y + ( AX + B ( I )Y ) T D12 ( I )(Ya1 + Yb1 ) N 0 0 0 + Ybm ) ] (21) 1     (27) + B Ya1 + ( B Ya1 )T + 2 B1 B1T

 = Pr oj[
0 = L1i
where

{ ij } max { ij }] min j j

{ L1i }

The system model is used in the formula (16) to (21) of Theorem. And the following matrices can be given out.

i = min{ i j }and L1i 0 (22) If j i = max{ i j }and L1i 0 or

j

otherwise

(23) L1i = li x T (t )[ PB i K b + PBK ai ] x (t )

The parameter can be derived from

1 0 0 0 0 1 0 0 G= 0 0 1 0 0 0 0 1 Z1 = [ B Ya1 + BYb1 ] ) = diag [ 1 I 4 4 ] U = [C1 X ] (

P = X -1 ,K ai = Yai X 1 , Kbi = Ybi X 1

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 B1Yb1 (B1Yb1)T " B1Yb4 (B4Yb1)T Z2 = # # # B4Yb1 (B1Yb4 )T " B4Yb4 (B4Yb4 )T
and

1 0 C= 0 0

0 1 0 0

0 0 1 0

0 0 , 0 1

0 1 0 0 28 28 2 2 A= 0 0 0 1 847.4576 60.5327 4721.5496 60.5327

four states variables system can be observed.

1 0 0 0 0 1.0000 C = 0 1 0 0 B= 0 0 0 1 0 1.0000 0 0 0 1 X Y , Ya1 and Yb1 are that seeking unknown parameter.
Set a = 10 and b = 1 in the algorithm in LMI Toolkit, the optimum solutions are

Fig 2. state variable x(1) of the system

1.0491 0.0423 0.0705 0.3187 1.0491 92.5463 0.4135 114.3376 X = 0.0423 0.5361 0.4135 0.0256 0.0705 114.3376 0.5361 188.6121 1 Y = [ 0.0000 6.2088 0.0000 6.2088] P = X
K 0 = YX 1 K a1 = Ya1*X 1 K b1 = Yb1*X 1
After calculates the above formula, the parameters can be obtained.

Fig 3. state variable x(2) of the system

0.3063 10.9423 0.1567 5.6318 0.3063 0.0603 0.7553 0.0345 P= 10.9423 0.7553 63.3028 0.2820 0.0345 0.2820 0.0255 0.1567 K 0 = [-0.9317 -0.1603 2.9513 -0.0562] K a1 =[-0.2273 -0.0391 0.7200 -0.0137] K b1 =[-1.2150 -0.2090 3.8487 -0.0733]
The controller parameters can be got

Fig 4. state variable x(3) of the system

) = K0 + 1 K a1 + 1kb1 K (

(28).

li is constant of the control gain,and let l = 1000

The formula (23) can be expressed as

Fig 5. state variable x(4) of the system

L11 = li xT (t )[ PB1 K b +PBK a1 ] x (t )

P is the value of the formula (28), B is state B of the dampening system.
1

(29)

Obviously under the disturbance signal w(t ) = 1 , the close-loop system with adaptive H controller is still stable. It can be seen from the figure 2 to figure 5, and the system will be stable after a period of tme to adjust. The control effect will be better, when the actuator fault occurs.

K a1 = [-0.2273 -0.0391 K b1 = [-1.2150 -0.2090

,

0.7200 -0.0137] 3.8487 -0.0733]

CONCLUSION

ANALYSIS OF SIMULATION RESULTS

Because the system function is include y (t ) = Cx(t ) with

When the plane lands, the landing gear often make a big impact load. The parts of landing gear are very easy to damage. Such as the leakage of magnet-orheological damper oil cylinder oil, spring damage, etc. Here, the plane can normally land, when the fault occurs. Here the designs were developed in the framework of the LMI approach, which could guarantee disturbance tolerance ability and

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adaptive H performances of closed-loop systems in the cases of actuator failures. Fault-tolerant control system will be able to maintain stability, when there is a disturbance inputs. Conclusions can be draw from the figure  to figure .What the curve shock a few times and tend to be convergence can get from the Figure. When the actuator fault of landing gear occurs, the plane can maintain a good performance index. The plane can also be safe landing.

REFERENCES
[1] D. Yadav, R. P. Ramamoorthy, Nonliner Landing Gear Behavior at Touchdown, Journal of Dynamic System M easurement and Control, Vol.133, 667-682, 1991. [2] J. R. McGehee, H. D. Carden, Improved aircraft dynamic response and fatigue life during g round operations using anactive control landing gear system, Aircraft Systems and Technology conference, 1978. [3] Mehdi, Ahmadian. On the Isolation Properties of Semiactive Dampers. Journal of Vibration and Control, Vol.5, No.2, 217- 232, 1995. [4] J. S. Weng, Fuzzy semi-active control of vehicle suspension system based on magnet-orheological damper, Nanjing University of Aeronautics and Astronautics, Nanjing, China, 2001. [5] J. Li, H. L. Zhang, Study and Application of Magnetorheological Fluids. Journal of shanghai University, Vol.10, No.1, 21-29, 2004. [6] S. X. Zhu, P. Jin, Aircraft landing gear on the application of damping control technology, Journal of Civil Aviation Flight University of China, Vol.18, No.3, 3-7, 2007. [7] J. X. Wang, G. Meng, Magnet-orheological fluid devices and their applications in mechanical engineering, Mechanical strength, Vol.23, No.1, 50-56, 2001. [8] H. P. Wang, C. H. Cai. Analysis mode of a magnet-orheological damper Machinery Design & Manufacture Vol.2, 33-34, 2006. [9] A, Niederlinski, A Heuristic approach to the design of linear multivariable interacting control systems, Automatic, Vol.7, No.6, 691-701, 1971.

[10] D. D. Siljak, Reliable control using multiple control systems, International Journal of Control, Vol.31, No.2, 303-329, 1980 . [11] J. S. Eterno, D. P. Looze, Weiss J. L. Willsky. A. S, Design issues for fault-tolerant restructurable aircraft control, Proceedings of 24th Conference on Decision & Control, Fort Lauderdale, 900-905, 1985. [12] R. J. Patton, Robustness issues in fault tolerant control, Proceedings of International Conference on Fault Diagnosis , Toulouse, France, 1081- 1117, 1993. [13] R. J. Patton, Fault-tolerant control: the 1997 Situation, Proceedings of IFAC/IMACs Symposium on Fault Detection and Safety for Technical Process, Hull, England, 1033-1055, 1997. [14] Y. Z. Ye, R. F. Pan, J. W. Sun, Design multivariable stable fault-tolerant controller, The collected papers of 1th process control Conference, 203-209, 1987. [15] Y. Z. Ye, R. F. Pan, W. S. Jiang. Review and prospect control system fault-tolerant controller, The collected papers of 2th process control Conference, 49-61, 1988. [16] Y. L. Zhang, L. D. Xu, Dynamic system fault diagnosis theory and application, National University of Defense Technology Press , Beijing, China, 1997. [17] X. Wen, H. Y. Zhang, L. Zhou, Control system fault diagnosis and fault-tolerant control, China Machine Press, Beijing, China, 2000. [18] D. H. Zhou, Y. Z. Ye, Modern fault diagnosis and fault-tolerant control, Tsinghua University Press, Beijing, China, 2000. [19] F. L. Wang, Y. W. Zhang, Fault-tolerant control, Northeastern University Press, Shenyang, China, 2003. [20] W. Fan, Research on Simulation of Semi-Active Control For Aircraft Landing Gears during Landing Process, Nanjing University of Aeronautics and Astronautics, Nanjing, China, 2006. [21] D. Ye, G. H. Yang, Adaptive fault-tolerant tracking control against actuator faults with application to flight control, IEEE Transactions on Control Systems Technology, Vol.14, No.6, 1088-1096, 2006.

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