Hello friend this is S.kumar, sharing mine seminar presentation which is abou the robotics equipment general introduction and the Advancement of it. Hope you will love to download and let me to do more work on it so i can able to help lots of Engineering students who are searching internet for the material to handle their curriculum,
Semi Autonomous Vehicle For Pot Hole, Humps And Possible Collision Detection...K S RANJITH KUMAR
The maintenance of the road is one of the significant issues in the developing countries. Identification of potholes and humps not only help drivers to keep away from disaster but it also alerts the concerned authorities about the presence of potholes on which required measures should be taken to eliminate it. Accidents due to pothole and hump and sudden interference of obstructions on the road are a cause of majority of road accidents in India and in many other developing countries. The problems due to potholes increase to a greater extent especially in bad weathers and at night and when driver is new to the road. It is necessity of people to have well maintained roads to be able to avail a safe travel. Our aim is to build a vehicle which is capable of identifying potholes humps and movement of humans or animals on the road at a distance and alerting about those to the driver in order to reduce accidents. An HD camera along with an ultrasonic sensor and IR sensor is used in order to provide necessary data from the real world to the car. The semiautonomous vehicle is capable of reaching the given destination safely and intelligently thus avoiding the risk of accident. Many existing algorithms like potholes, humps, lane, animals, human detection, traffic signal and sign detection are combined together to provide the necessary control to the car.
Investigation of auto-oscilational regimes of the system by dynamic nonlinear...IJECEIAES
The paper proposes a method for the analysis and synthesis of self-oscillations in the form of a finite, predetermined number of terms of the Fourier series in systems reduced to single-loop, with one element having a nonlinear static characteristic of an arbitrary shape and a dynamic part, which is the sum of the products of coordinates and their derivatives. In this case, the nonlinearity is divided into two parts: static and dynamic nonlinearity. The solution to the problem under consideration consists of two parts. First, the parameters of self-oscillations are determined, and then the parameters of the nonlinear dynamic part of the system are synthesized. When implementing this procedure, the calculation time depends on the number of harmonics considered in the first approximation, so it is recommended to choose the minimum number of them in calculations. An algorithm for determining the self-oscillating mode of a control system with elements that have dynamic nonlinearity is proposed. The developed method for calculating self-oscillations is suitable for solving various synthesis problems. The generated system of equations can be used to synthesize the parameters of both linear and nonlinear parts. The advantage is its versatility.
Hello friend this is S.kumar, sharing mine seminar presentation which is abou the robotics equipment general introduction and the Advancement of it. Hope you will love to download and let me to do more work on it so i can able to help lots of Engineering students who are searching internet for the material to handle their curriculum,
Semi Autonomous Vehicle For Pot Hole, Humps And Possible Collision Detection...K S RANJITH KUMAR
The maintenance of the road is one of the significant issues in the developing countries. Identification of potholes and humps not only help drivers to keep away from disaster but it also alerts the concerned authorities about the presence of potholes on which required measures should be taken to eliminate it. Accidents due to pothole and hump and sudden interference of obstructions on the road are a cause of majority of road accidents in India and in many other developing countries. The problems due to potholes increase to a greater extent especially in bad weathers and at night and when driver is new to the road. It is necessity of people to have well maintained roads to be able to avail a safe travel. Our aim is to build a vehicle which is capable of identifying potholes humps and movement of humans or animals on the road at a distance and alerting about those to the driver in order to reduce accidents. An HD camera along with an ultrasonic sensor and IR sensor is used in order to provide necessary data from the real world to the car. The semiautonomous vehicle is capable of reaching the given destination safely and intelligently thus avoiding the risk of accident. Many existing algorithms like potholes, humps, lane, animals, human detection, traffic signal and sign detection are combined together to provide the necessary control to the car.
Investigation of auto-oscilational regimes of the system by dynamic nonlinear...IJECEIAES
The paper proposes a method for the analysis and synthesis of self-oscillations in the form of a finite, predetermined number of terms of the Fourier series in systems reduced to single-loop, with one element having a nonlinear static characteristic of an arbitrary shape and a dynamic part, which is the sum of the products of coordinates and their derivatives. In this case, the nonlinearity is divided into two parts: static and dynamic nonlinearity. The solution to the problem under consideration consists of two parts. First, the parameters of self-oscillations are determined, and then the parameters of the nonlinear dynamic part of the system are synthesized. When implementing this procedure, the calculation time depends on the number of harmonics considered in the first approximation, so it is recommended to choose the minimum number of them in calculations. An algorithm for determining the self-oscillating mode of a control system with elements that have dynamic nonlinearity is proposed. The developed method for calculating self-oscillations is suitable for solving various synthesis problems. The generated system of equations can be used to synthesize the parameters of both linear and nonlinear parts. The advantage is its versatility.
نموذج الدراسة :
Effect of convective conditions in a radiative peristaltic flow of pseudoplastic nanofluid through a porous medium in a tapered an inclined asymmetric channel
تأثير الشروط الحدودية على الجريان الشعاعي للمائع النانوي الكاذب خلال وسط مسامي في قناة مستدقة مائلة غير متماثلة
An Exponential Observer Design for a Class of Chaotic Systems with Exponentia...ijtsrd
In this paper, a class of generalized chaotic systems with exponential nonlinearity is studied and the state observation problem of such systems is explored. Using differential inequality with time domain analysis, a practical state observer for such generalized chaotic systems is constructed to ensure the global exponential stability of the resulting error system. Besides, the guaranteed exponential decay rate can be correctly estimated. Finally, several numerical simulations are given to demonstrate the validity, effectiveness, and correctness of the obtained result. Yeong-Jeu Sun "An Exponential Observer Design for a Class of Chaotic Systems with Exponential Nonlinearity" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-5 | Issue-1 , December 2020, URL: https://www.ijtsrd.com/papers/ijtsrd38233.pdf Paper URL : https://www.ijtsrd.com/engineering/electrical-engineering/38233/an-exponential-observer-design-for-a-class-of-chaotic-systems-with-exponential-nonlinearity/yeongjeu-sun
IOSR Journal of Mathematics(IOSR-JM) is an open access international journal that provides rapid publication (within a month) of articles in all areas of mathemetics and its applications. The journal welcomes publications of high quality papers on theoretical developments and practical applications in mathematics. Original research papers, state-of-the-art reviews, and high quality technical notes are invited for publications.
Differential Geometry for Machine LearningSEMINARGROOT
References:
Differential Geometry of Curves and Surfaces, Manfredo P. Do Carmo (2016)
Differential Geometry by Claudio Arezzo
Youtube: https://youtu.be/tKnBj7B2PSg
What is a Manifold?
Youtube: https://youtu.be/CEXSSz0gZI4
Shape analysis (MIT spring 2019) by Justin Solomon
Youtube: https://youtu.be/GEljqHZb30c
Tensor Calculus
Youtube: https://youtu.be/kGXr1SF3WmA
Manifolds: A Gentle Introduction,
Hyperbolic Geometry and Poincaré Embeddings by Brian Keng
Link: http://bjlkeng.github.io/posts/manifolds/,
http://bjlkeng.github.io/posts/hyperbolic-geometry-and-poincare-embeddings/
Statistical Learning models for Manifold-Valued measurements with application to computer vision and neuroimaging by Hyunwoo J.Kim
Left and Right Folds- Comparison of a mathematical definition and a programm...Philip Schwarz
We compare typical definitions of the left and right fold functions, with their mathematical definitions in Sergei Winitzki’s upcoming book: The Science of Functional Programming.
Errata:
Slide 13: "The way 𝑓𝑜𝑙𝑑𝑙 does it is by associating to the right" - should, of course ,end in "to the left".
RADIAL HEAT CONDUCTION SOLVED USING THE INTEGRAL EQUATION .pdfWasswaderrick3
We look at the case of radial heat flow. Again, in radial heat flow, the temperature profiles that satisfy the boundary and initial conditions are the exponential and hyperbolic functions as derived in literature of conduction in fins. We use the technique of transforming the PDE into an integral equation. But in the case of radial heat flow, we have to multiply through by r the heat equation and then introduce integrals. We do this to avoid introducing integrals of the form of the exponential integral whose solutions cannot be expressed in the form of a simple mathematical function. We look at the case of a semi-infinite hollow cylinder for both insulated and non-insulated cases and then find the solution. We also look at cases of finite radius hollow cylinders subject to given boundary conditions. We notice that the solutions got for finite radius hollow cylinders do not reduce to those of semi-infinite hollow cylinders. We conclude by saying that this same analysis can be extended to spherical co-ordinates heat conduction.
18 me54 turbo machines module 03 question no 6a & 6bTHANMAY JS
Modal 03: Question Number 5 a & 5 b
i. Reaction Turbine (Parsons’s turbine)
ii. Degree of Reaction for Parsons’s turbine
iii. Condition for maximum utilization factor,
iv. Reaction staging.
v. Numerical Problems.
Previous Year Question papers
A System of Estimators of the Population Mean under Two-Phase Sampling in Pre...Premier Publishers
This paper deals with estimation of the population mean under two-phase sampling. Utilizing information on two-auxiliary variables, a system of estimators for estimating the finite population mean is proposed and its properties, up to the first order of approximation, are studied. As particular cases various estimators are suggested. The performance of suggested estimators is compared with some contemporary estimators of the population mean through numerical illustrations carried over the data set of some natural populations. Also, a small-scale Monte Carlo simulation is carried out for the empirical comparison.
Infrastructure Requirements for Urban Air Mobility: A Financial EvaluationAndrew Wilhelm
The purpose of this research is to determine the financial feasibility of an urban air mobility (UAM) system. The evaluation will consider the infrastructure requirements and how they relate to those of existing urban mass transit services. Forces driving this innovation involve the long commute times within metropolitan areas. To rectify the problem, public mass transportation is commonly implemented in these localities. Cost for this solution is economically justified by improvements to travel time, operating, environmental, noise, and accident factors as compared to individual automobiles. A financial model for urban mass transportation is built around these characteristics and is the basis for UAM. To be competitive with the incumbent technology, new designs must meet four benchmark requirements. These entail an air vehicle that costs less than $10 million, travel that is three times faster than ground-based services, seating for 55 adults, and the capability of continuous operation. Should these criteria be met, the proposed solution will have an economic value roughly equal to that of those currently in place. The implementation of UAM can be conducted by either a clean slate or incremental approach. A real options analysis indicates that the project NPV will be similar between the two, but the latter carries less financial risk. Maintaining both systems until UAM is made sustainable attributes to this reduction. Other risks considered involve regulatory, operating, and performance concerns. The largest of which is the lack of information on future UAM air vehicle maintenance. During the financial modeling, it is assumed that the proposed operating cost is equivalent to the existing service, which is not necessarily the case. Given proper risk mitigation, the incremental implementation plan details how UAM will satisfy regulatory requirements and transition into operation. Governmental authorities are expected to take between six and eight years validating the system. In all, the proposed UAM solution will take ten years to implement and have an economic value of $48.2 million.
Additive Manufacturing in the Aerospace Sector: An Intellectual Property Case...Andrew Wilhelm
Overview of intellectual property topics related to additive manufacturing. Includes a case study pertaining specifically to turbofan jet engine turbine blades and how to best protect novel design techniques.
Forecasting Hybrid Aircraft: How Changing Policy is Driving InnovationAndrew Wilhelm
Forecast of hybrid and fully electric aircraft engines. Research relies on regulations set by the International Civil Aviation Organization and the United States Environmental Protection Agency.
eCommerce and the Third-Party Logistics SectorAndrew Wilhelm
The purpose of this research is to understand the impacts of eCommerce on the third-party logistics (3PL) industry. Discussion begins with the changing shipping requirements caused by online retail and how fourth-party logistics (4PL) solutions have emerged to remedy increased supply chain demands. Exemplifying 4PL, the rise of Amazon originally relied heavily on existing 3PL companies for package delivery. However, creation of numerous fulfillment centers presented an opportunity to consolidate the process, which was concerning for other market participants. With this in mind, FedEx elected to discontinue all transportation services for Amazon, signaling the beginning of a more competitive environment. Rather than fuel a rival company, FedEx seeks to create an alternative supply chain for eCommerce products, and has expanded ground infrastructure both domestically and internationally. When identifying additional success factors for market dominance, last mile delivery emerges as a critical topic. More than 50 percent of parcel shipping expenses are attributed to the last mile. With the potential for cost reduction, both FedEx and Amazon are researching more efficient methods, based on Industry 4.0 technologies. The ideal solution will provide a dominate position for eCommerce logistics and could help define the shape of a transforming 3PL industry.
Market Assessment of Commercial Supersonic AviationAndrew Wilhelm
Report outlining a forecast of the reintroduction of a commercial supersonic aircraft. An array of monitoring, trend and scenario based techniques are incorporated.
Assessed genetic disorders and evaluated need for prevention. Research included Delphi based studies conducted by ScienceDirect and TechCast Global. The primary objective to estimate a timeline and likeliness for a cure to Down syndrome.
This paper outlines fundamental topics related to classical control theory. It moves from modeling simple mechanical systems to designing controllers to manage said system.
Explore the innovative world of trenchless pipe repair with our comprehensive guide, "The Benefits and Techniques of Trenchless Pipe Repair." This document delves into the modern methods of repairing underground pipes without the need for extensive excavation, highlighting the numerous advantages and the latest techniques used in the industry.
Learn about the cost savings, reduced environmental impact, and minimal disruption associated with trenchless technology. Discover detailed explanations of popular techniques such as pipe bursting, cured-in-place pipe (CIPP) lining, and directional drilling. Understand how these methods can be applied to various types of infrastructure, from residential plumbing to large-scale municipal systems.
Ideal for homeowners, contractors, engineers, and anyone interested in modern plumbing solutions, this guide provides valuable insights into why trenchless pipe repair is becoming the preferred choice for pipe rehabilitation. Stay informed about the latest advancements and best practices in the field.
NO1 Uk best vashikaran specialist in delhi vashikaran baba near me online vas...Amil Baba Dawood bangali
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Courier management system project report.pdfKamal Acharya
It is now-a-days very important for the people to send or receive articles like imported furniture, electronic items, gifts, business goods and the like. People depend vastly on different transport systems which mostly use the manual way of receiving and delivering the articles. There is no way to track the articles till they are received and there is no way to let the customer know what happened in transit, once he booked some articles. In such a situation, we need a system which completely computerizes the cargo activities including time to time tracking of the articles sent. This need is fulfilled by Courier Management System software which is online software for the cargo management people that enables them to receive the goods from a source and send them to a required destination and track their status from time to time.
Water scarcity is the lack of fresh water resources to meet the standard water demand. There are two type of water scarcity. One is physical. The other is economic water scarcity.
CFD Simulation of By-pass Flow in a HRSG module by R&R Consult.pptxR&R Consult
CFD analysis is incredibly effective at solving mysteries and improving the performance of complex systems!
Here's a great example: At a large natural gas-fired power plant, where they use waste heat to generate steam and energy, they were puzzled that their boiler wasn't producing as much steam as expected.
R&R and Tetra Engineering Group Inc. were asked to solve the issue with reduced steam production.
An inspection had shown that a significant amount of hot flue gas was bypassing the boiler tubes, where the heat was supposed to be transferred.
R&R Consult conducted a CFD analysis, which revealed that 6.3% of the flue gas was bypassing the boiler tubes without transferring heat. The analysis also showed that the flue gas was instead being directed along the sides of the boiler and between the modules that were supposed to capture the heat. This was the cause of the reduced performance.
Based on our results, Tetra Engineering installed covering plates to reduce the bypass flow. This improved the boiler's performance and increased electricity production.
It is always satisfying when we can help solve complex challenges like this. Do your systems also need a check-up or optimization? Give us a call!
Work done in cooperation with James Malloy and David Moelling from Tetra Engineering.
More examples of our work https://www.r-r-consult.dk/en/cases-en/
Hybrid optimization of pumped hydro system and solar- Engr. Abdul-Azeez.pdffxintegritypublishin
Advancements in technology unveil a myriad of electrical and electronic breakthroughs geared towards efficiently harnessing limited resources to meet human energy demands. The optimization of hybrid solar PV panels and pumped hydro energy supply systems plays a pivotal role in utilizing natural resources effectively. This initiative not only benefits humanity but also fosters environmental sustainability. The study investigated the design optimization of these hybrid systems, focusing on understanding solar radiation patterns, identifying geographical influences on solar radiation, formulating a mathematical model for system optimization, and determining the optimal configuration of PV panels and pumped hydro storage. Through a comparative analysis approach and eight weeks of data collection, the study addressed key research questions related to solar radiation patterns and optimal system design. The findings highlighted regions with heightened solar radiation levels, showcasing substantial potential for power generation and emphasizing the system's efficiency. Optimizing system design significantly boosted power generation, promoted renewable energy utilization, and enhanced energy storage capacity. The study underscored the benefits of optimizing hybrid solar PV panels and pumped hydro energy supply systems for sustainable energy usage. Optimizing the design of solar PV panels and pumped hydro energy supply systems as examined across diverse climatic conditions in a developing country, not only enhances power generation but also improves the integration of renewable energy sources and boosts energy storage capacities, particularly beneficial for less economically prosperous regions. Additionally, the study provides valuable insights for advancing energy research in economically viable areas. Recommendations included conducting site-specific assessments, utilizing advanced modeling tools, implementing regular maintenance protocols, and enhancing communication among system components.
Automobile Management System Project Report.pdfKamal Acharya
The proposed project is developed to manage the automobile in the automobile dealer company. The main module in this project is login, automobile management, customer management, sales, complaints and reports. The first module is the login. The automobile showroom owner should login to the project for usage. The username and password are verified and if it is correct, next form opens. If the username and password are not correct, it shows the error message.
When a customer search for a automobile, if the automobile is available, they will be taken to a page that shows the details of the automobile including automobile name, automobile ID, quantity, price etc. “Automobile Management System” is useful for maintaining automobiles, customers effectively and hence helps for establishing good relation between customer and automobile organization. It contains various customized modules for effectively maintaining automobiles and stock information accurately and safely.
When the automobile is sold to the customer, stock will be reduced automatically. When a new purchase is made, stock will be increased automatically. While selecting automobiles for sale, the proposed software will automatically check for total number of available stock of that particular item, if the total stock of that particular item is less than 5, software will notify the user to purchase the particular item.
Also when the user tries to sale items which are not in stock, the system will prompt the user that the stock is not enough. Customers of this system can search for a automobile; can purchase a automobile easily by selecting fast. On the other hand the stock of automobiles can be maintained perfectly by the automobile shop manager overcoming the drawbacks of existing system.
1. MAE 465
Flight Dynamics 2
Instructor
Dr. Marcello Napolitano
Homework # 6
State Variable Model Design
Submitted by:
Andrew Wilhelm
November 7, 2012
2. 2
Table of Contents
1 Introduction ................................................................................................................................4
2 Derivation of State Variable System .............................................................................................5
2.1 General State Variable Model...............................................................................................5
2.2 Longitudinal State Variable Model........................................................................................6
2.3 Lateral State Variable Model................................................................................................9
2.4 Augmentation of State Variable Model................................................................................12
2.4.1 Addition of Vertical Acceleration ................................................................................12
2.4.2 Addition of Altitude....................................................................................................13
2.4.3 Addition of Flight Path Angle......................................................................................14
2.4.4 Addition of Lateral Acceleration..................................................................................14
2.5 Overall State Variable Model..............................................................................................15
3 Numerical Solution of State Variable System..............................................................................17
3.1 Longitudinal State Variable Model......................................................................................17
3.2 Lateral State Variable Model..............................................................................................19
3.3 Overall State Variable Model..............................................................................................20
4 Simulation Results.....................................................................................................................23
4.1 Longitudinal Direction .......................................................................................................23
4.2 Lateral Direction................................................................................................................24
5 Sensitivity Analysis ...................................................................................................................28
5.1 Variations of 𝒄𝑳𝜶..............................................................................................................28
5.2 Variations of 𝒄𝒎𝜶.............................................................................................................29
5.3 Variations of 𝒄𝒍𝜷...............................................................................................................29
5.4 Variations of 𝒄𝒏𝜷..............................................................................................................30
5.5 Variations of 𝒄𝒎𝒖.............................................................................................................31
5.6 Variations of 𝒄𝒎𝒒.............................................................................................................32
5.7 Variations of 𝒄𝒍𝒑...............................................................................................................33
5.8 Variations of 𝒄𝒏𝒓..............................................................................................................33
6 Conclusions ..............................................................................................................................35
7.1 Reference..............................................................................................................................36
8.1 Appendix A – Simple Matlab Code for Longitudinal Direction.................................................37
8.2 Appendix B – Simple Matlab Code for Lateral Direction .........................................................41
3. 3
8.3 Appendix C – Simulink Block Diagram ..................................................................................45
8.4 Appendix D –Longitudinal Excel Spreadsheet.........................................................................46
8.5 Appendix E –Lateral Excel Spreadsheet..................................................................................50
4. 4
1 Introduction
During flight an aircraft may experience many conditions where more advance flight
control schemes are necessary. To begin this process a state variable model is derived for the
Learjet 24. This state variable model is made up of the dimensional derivatives from the aircraft.
This model allows for a multiple input multiple output system, rather than the single input single
output transfer function based method. Once the state variable model for the aircraft is found, it
is possible to run a sensitivity analysis on the aircraft. This will determine the aircraft
performance for changing aerodynamic coefficients. The conditions of this analysis will be a
Learjet 24 at maximum weight cruise conditions
Figure 1: Learjet 24
5. 5
2 Derivation of State Variable System
2.1 General State Variable Model
The first step in building the state variable model for the aircraft is to understand the
general state variable model. A general state variable model is made up of two separate sets of
equations. The first set is the state equations for the system. These equations are modeled as
shown below.
{
𝑥1̇ ( 𝑡) = 𝑓1 ((𝑥1( 𝑡), 𝑥2( 𝑡),⋯, 𝑥 𝑛( 𝑡)), (𝑢1( 𝑡), 𝑢2( 𝑡), ⋯, 𝑢 𝑚( 𝑡)))
𝑥2̇ ( 𝑡) = 𝑓2 ((𝑥1( 𝑡), 𝑥2( 𝑡),⋯ , 𝑥 𝑛( 𝑡)),(𝑢1( 𝑡), 𝑢2( 𝑡),⋯, 𝑢 𝑚( 𝑡)))
⋯
𝑥 𝑛̇ ( 𝑡) = 𝑓𝑛 ((𝑥1( 𝑡), 𝑥2( 𝑡),⋯, 𝑥 𝑛( 𝑡)), (𝑢1( 𝑡), 𝑢2( 𝑡), ⋯, 𝑢 𝑚( 𝑡)))}
Along with the state equations, the output equations must be modeled. They are shown
in the following system.
{
𝑦1( 𝑡) = 𝑔1 ((𝑥1( 𝑡), 𝑥2( 𝑡), ⋯, 𝑥 𝑛( 𝑡)), (𝑢1( 𝑡), 𝑢2( 𝑡),⋯, 𝑢 𝑚( 𝑡)))
𝑦2( 𝑡) = 𝑔2 ((𝑥1( 𝑡), 𝑥2( 𝑡), ⋯, 𝑥 𝑛( 𝑡)), (𝑢1( 𝑡), 𝑢2( 𝑡),⋯ , 𝑢 𝑚( 𝑡)))
⋯
𝑦𝑙( 𝑡) = 𝑓𝑙 ((𝑥1( 𝑡), 𝑥2( 𝑡),⋯ , 𝑥 𝑛( 𝑡)),(𝑢1( 𝑡), 𝑢2( 𝑡), ⋯, 𝑢 𝑚( 𝑡))) }
Where:
𝑛 = 𝑂𝑟𝑑𝑒𝑟 𝑜𝑓 𝑆𝑦𝑠𝑡𝑒𝑚
𝑚 = 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝐼𝑛𝑝𝑢𝑡
𝑙 = 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑂𝑢𝑡𝑝𝑢𝑡𝑠
After the functional form of these equations is understood, they are put in matrix form.
This will produce two sets of matrices involving both the states of the system and the inputs.
The modeling of these matrices is described next.
{
𝑥1̇ ( 𝑡)
𝑥2̇ ( 𝑡)
⋯
𝑥 𝑛̇ ( 𝑡)
} = 𝐴 𝑛×𝑛
̿̿̿̿̿̿̿ {
𝑥1( 𝑡)
𝑥2( 𝑡)
⋯
𝑥 𝑙( 𝑡)
} + 𝐵 𝑛×𝑚
̿̿̿̿̿̿̿ {
𝑢1( 𝑡)
𝑢2( 𝑡)
⋯
𝑢 𝑙( 𝑡)
}
{
𝑦1 ( 𝑡)
𝑦2 ( 𝑡)
⋯
𝑦𝑙( 𝑡)
} = 𝐶𝑙×𝑛
̿̿̿̿̿̿ {
𝑥1( 𝑡)
𝑥2( 𝑡)
⋯
𝑥 𝑙( 𝑡)
} + 𝐷𝑙×𝑚
̿̿̿̿̿̿̿ {
𝑢1( 𝑡)
𝑢2( 𝑡)
⋯
𝑢 𝑙( 𝑡)
}
6. 6
Where:
𝐴 𝑛×𝑛
̿̿̿̿̿̿̿ = 𝑆𝑡𝑎𝑡𝑒 𝑀𝑎𝑡𝑟𝑖𝑥
𝐵 𝑛×𝑚
̿̿̿̿̿̿̿ = 𝐶𝑜𝑛𝑡𝑟𝑜𝑙 𝑀𝑎𝑡𝑟𝑖𝑥
𝐶𝑙×𝑛
̿̿̿̿̿̿ = 𝑂𝑏𝑠𝑒𝑟𝑣𝑎𝑡𝑖𝑜𝑛 𝑀𝑎𝑡𝑟𝑖𝑥
𝐷𝑙×𝑚
̿̿̿̿̿̿̿ = 𝑆𝑡𝑎𝑡𝑒 𝑀𝑎𝑡𝑟𝑖𝑥
Once the state variable matrices are understood, the system equations can be rewritten as
following.
[ 𝑥̇̅] 𝑛×1 = 𝐴 𝑛×𝑛
̿̿̿̿̿̿̿[ 𝑥̅] 𝑛×1 + 𝐵 𝑛×𝑚
̿̿̿̿̿̿̿[ 𝑢̅] 𝑚×1
[ 𝑦̅]𝑙×1 = 𝐶𝑙×𝑛
̿̿̿̿̿̿[ 𝑥̅] 𝑛×1 + 𝐷𝑙×𝑚
̿̿̿̿̿̿̿[ 𝑢̅] 𝑚×1
Now that the general state variable model is understood, it is applied to aircraft dynamics.
The model described above is applied to both the longitudinal and lateral directions of the
aircraft.
2.2 Longitudinal State Variable Model
To begin the state variable model of the longitudinal dynamics, the equations of motion
for the aircraft are necessary. These equations are made of dimensional derivatives and are
shown below.
𝑢̇ = (𝑋 𝑢 + 𝑋 𝑇𝑢
)𝑢 + 𝑋 𝛼 𝛼 − 𝑔 cos( 𝛩1) 𝜃 + 𝑋 𝛿 𝐸
𝛿 𝐸
𝑉𝑃1
𝛼̇ = 𝑍 𝑢 𝑢 + 𝑍 𝛼 𝛼 + 𝑍 𝛼̇ 𝛼̇ − 𝑔 sin( 𝛩1) 𝜃 + (𝑍 𝑞 + 𝑉𝑃1
)𝜃̇ + 𝑍 𝛿 𝐸
𝛿 𝐸
𝜃̈ = (𝑀 𝑢 + 𝑀 𝑇𝑢
)𝑢 + (𝑀 𝛼 + 𝑀 𝑇𝛼
)𝛼 + 𝑀 𝛼̇ 𝛼̇ + 𝑀 𝑞 𝜃̇ + 𝑀𝛿 𝐸
𝛿 𝐸
These sets of equations must be adjusted using the relationship shown next.
𝑞 = 𝜃̇
𝑞̇ = 𝜃̈
This yields the following system of equations.
𝑢̇ = (𝑋 𝑢 + 𝑋 𝑇𝑢
)𝑢 + 𝑋 𝛼 𝛼 − 𝑔 cos( 𝛩1) 𝜃 + 𝑋 𝛿 𝐸
𝛿 𝐸
(𝑉𝑃1
− 𝑍 𝛼̇ )𝛼̇ = 𝑍 𝑢 𝑢 + 𝑍 𝛼 𝛼 − 𝑔 sin( 𝛩1) 𝜃 + (𝑍 𝑞 + 𝑉𝑃1
)𝑞 + 𝑍 𝛿 𝐸
𝛿 𝐸
𝑞̇ = (𝑀 𝑢 + 𝑀 𝑇𝑢
)𝑢 + (𝑀 𝛼 + 𝑀 𝑇𝛼
)𝛼 + 𝑀 𝛼̇ 𝛼̇ + 𝑀 𝑞 𝑞 + 𝑀 𝛿 𝐸
𝛿 𝐸
8. 8
These variables represent the primed derivatives for the longitudinal dynamics. Now that
the equations of motion for the aircraft are found, the state variable model is applied. From these
equation it is evident there will be four states for the system. These states are shown in the
following formula.
𝑥 𝐿𝑜𝑛𝑔 = {
𝑢
𝛼
𝑞
𝜃
}
Along with the states, the inputs are represented by the following expression.
𝑢 𝐿𝑜𝑛𝑔 = { 𝛿 𝐸}
Once all of these expressions are understood, they are put into the state equation of the
state variable model. This is described below.
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
} = 𝐴 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿ {
𝑢
𝛼
𝑞
𝜃
} + 𝐵 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿{ 𝛿 𝐸}
Where:
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
} =
[
𝑋 𝑢
′
𝑋 𝛼
′
𝑋 𝑞
′
𝑋 𝜃
′
𝑍 𝑢
′
𝑍 𝛼
′
𝑍 𝑞
′
𝑍 𝜃
′
𝑀 𝑢
′
𝑀 𝛼
′
𝑀 𝑞
′
𝑀 𝜃
′
0 0 1 0 ]
{
𝑢
𝛼
𝑞
𝜃
} +
[
𝑋𝛿 𝐸
′
𝑍 𝛿 𝐸
′
𝑀 𝛿 𝐸
′
0 ]
{ 𝛿 𝐸}
The above equation is known as the state equation for the aircrafts longitudinal dynamics.
To complete the state variable model, the output equation is necessary. This is shown in the
following formula.
{
𝑢
𝛼
𝑞
𝜃
} = 𝐶 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿ {
𝑢
𝛼
𝑞
𝜃
} + 𝐷 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿{ 𝛿 𝐸}
Where:
{
𝑢
𝛼
𝑞
𝜃
} = [
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1
] {
𝑢
𝛼
𝑞
𝜃
} + [
0
0
0
0
]{ 𝛿 𝐸}
9. 9
It should be noted that in this form the output of the system is equal to the state of the
system. The means the system could be controlled by a state variable feedback system. It is
possible to add an output to this equation.
2.3 Lateral State Variable Model
To begin the derivation of the lateral state variable model, the lateral directional
dynamics of the aircraft are necessary. These equations are made up of the lateral dimensional
derivatives and are expressed as follows.
(𝑉𝑃1
𝛽̇) = 𝑌𝛽 𝛽 + 𝑌𝑝 𝑝 + (𝑌𝑟 − 𝑉𝑃1
)𝑟 + 𝑔 cos( 𝛩1) 𝜙 + 𝑌𝛿 𝐴
𝛿 𝐴 + 𝑌𝛿 𝑅
𝛿 𝑅
𝑝̇ −
𝐼 𝑋𝑍
𝐼 𝑋𝑋
𝑟̇ = 𝐿 𝛽 𝛽+ 𝐿 𝑝 𝑝 + 𝐿 𝑟 𝑟 + 𝐿 𝛿 𝐴
𝛿 𝐴 + 𝐿 𝛿 𝑅
𝛿 𝑅
𝑟̇ −
𝐼 𝑋𝑍
𝐼𝑍𝑍
𝑝̇ = 𝑁𝛽 𝛽 + 𝑁 𝑝 𝑝 + 𝑁𝑟 𝑟 + 𝑁𝛿 𝐴
𝛿 𝐴 + 𝑁𝛿 𝑅
𝛿 𝑅
To simplify the moments of inertia for the aircraft, the following relationships are used.
𝐼1 =
𝐼 𝑋𝑍
𝐼 𝑋𝑋
𝐼2 =
𝐼 𝑋𝑍
𝐼𝑍𝑍
After this is done, it is evident that the second and third equations of motion are coupled.
With this in mind the second equation is rewritten. This is done in the formula below.
𝑝̇ = 𝐿 𝛽 𝛽+ 𝐿 𝑝 𝑝 + 𝐿 𝑟 𝑟 + 𝐿 𝛿 𝐴
𝛿 𝐴 + 𝐿 𝛿 𝑅
𝛿 𝑅 + 𝐼1 𝑟̇
This equation is then substituted into the third equation as shown as follows.
𝑟̇ − 𝐼2 [𝐿 𝛽 𝛽 + 𝐿 𝑝 𝑝 + 𝐿 𝑟 𝑟 + 𝐿 𝛿 𝐴
𝛿 𝐴 + 𝐿 𝛿 𝑅
𝛿 𝑅 + 𝐼1 𝑟̇] = 𝑁𝛽 𝛽 + 𝑁 𝑝 𝑝 + 𝑁𝑟 𝑟 + 𝑁 𝛿 𝐴
𝛿 𝐴 + 𝑁𝛿 𝑅
𝛿 𝑅
Solving for the state of the aircraft yields the expression below.
𝑟̇ =
(𝐼2 𝐿 𝛽 + 𝑁𝛽)
(1 − 𝐼1 𝐼2)
𝛽 +
(𝐼2 𝐿 𝑝 + 𝑁 𝑝)
(1 − 𝐼1 𝐼2)
𝑝 +
( 𝐼2 𝐿 𝑟 + 𝑁𝑟)
(1 − 𝐼1 𝐼2)
𝑟 +
(𝐼2 𝐿 𝛿 𝐴
+ 𝑁 𝛿 𝐴
)
(1 − 𝐼1 𝐼2)
𝛿 𝐴 +
(𝐼2 𝐿 𝛿 𝑅
+ 𝑁𝛿 𝑅
)
(1 − 𝐼1 𝐼2)
𝛿 𝑅
After this expression for the third equation of motion is found, it is substituted into the
second equation. This will change the second equation as follows.
𝑝̇ = (𝐿 𝛽 + 𝐼1
(𝐼2 𝐿 𝛽 + 𝑁𝛽)
(1 − 𝐼1 𝐼2)
) 𝛽 + (𝐿 𝑝 + 𝐼1
(𝐼2 𝐿 𝑝 + 𝑁 𝑝)
(1 − 𝐼1 𝐼2)
) 𝑝 + (𝐿 𝑟 + 𝐼1
( 𝐼2 𝐿 𝑟 + 𝑁𝑟)
(1 − 𝐼1 𝐼2)
) 𝑟
+ (𝐿 𝛿 𝐴
+ 𝐼1
(𝐼2 𝐿 𝛿 𝐴
+ 𝑁 𝛿 𝐴
)
(1 − 𝐼1 𝐼2)
) 𝛿 𝐴 + (𝐿 𝛿 𝑅
+ 𝐼1
(𝐼2 𝐿 𝛿 𝑅
+ 𝑁𝛿 𝑅
)
(1 − 𝐼1 𝐼2)
) 𝛿 𝑅
Which simplifies to:
11. 11
These variables represent the primed derivatives for the longitudinal dynamics. Now that
the equations of motion for the aircraft are found, the state variable model is applied. From these
equation it is evident there will be four states for the system. These states are shown in the
following formula.
𝑥 𝐿𝑎𝑡 = {
𝛽
𝑝
𝑟
𝜙
}
Along with the states, the inputs are represented by the following expression.
𝑢 𝐿𝑎𝑡 = {
𝛿 𝐴
𝛿 𝑅
}
Once all of these expressions are understood, they are put into the state equation of the
state variable model. This is described below.
{
𝛽̇
𝑝̇
𝑟̇
𝜙̇}
= 𝐴 𝐿𝑎𝑡
̿̿̿̿̿̿{
𝛽
𝑝
𝑟
𝜙
} + 𝐵 𝐿𝑎𝑡
̿̿̿̿̿̿ {
𝛿 𝐴
𝛿 𝑅
}
Where:
{
𝛽̇
𝑝̇
𝑟̇
𝜙̇}
=
[
𝑌𝛽
′
𝑌𝑝
′
𝑌𝑟
′
𝑌𝜙
′
𝐿 𝛽
′
𝐿 𝑝
′
𝐿 𝑟
′
0
𝑁𝛽
′
𝑁 𝑝
′
𝑁𝑟
′
0
0 1 tan( 𝛩1) 0 ]
{
𝛽
𝑝
𝑟
𝜙
} +
[
𝑌𝛿 𝐴
′
𝑌𝛿 𝑅
′
𝐿 𝛿 𝐴
′
𝐿 𝑅
′
𝑁 𝛿 𝐴
′
𝑁𝛿 𝑅
′
0 0 ]
{
𝛿 𝐴
𝛿 𝑅
}
The above equation is known as the state equation for the aircrafts lateral dynamics. To
complete the state variable model, the output equation is necessary. This is shown in the
following formula.
{
𝛽
𝑝
𝑟
𝜙
} = 𝐶 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿ {
𝛽
𝑝
𝑟
𝜙
} + 𝐷 𝐿𝑜𝑛𝑔
̿̿̿̿̿̿̿{
𝛿 𝐴
𝛿 𝑅
}
Where:
{
𝛽
𝑝
𝑟
𝜙
} = [
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1
]{
𝛽
𝑝
𝑟
𝜙
} + [
0 0
0 0
0 0
0 0
]{
𝛿 𝐴
𝛿 𝑅
}
12. 12
2.4 Augmentation of State Variable Model
2.4.1 Addition of Vertical Acceleration
Once the generic longitudinal state variable model is known, it is possible to add and
addition output for the system. This addition, although, must be a function of the state of the
system. To do this basic physics is used to derive the acceleration in the vertical direction for the
aircraft. This is represented in the following formula.
𝛼 𝑍 =
∑ 𝑓𝑍
𝑚
First the conservation of linear momentum equation in the z-direction must be found.
This equation is shown below.
(𝑓𝐴 𝑍
+ 𝑓𝑇𝑧
) = 𝑚[𝑉𝑃1
𝛼̇ − 𝑉𝑝1
𝑞] + 𝑚𝑔 sin( 𝛩1) 𝜃 − 𝑚𝑔 sin( 𝛩1)
Combining these equations yields:
𝛼 𝑍 =
∑ 𝑓𝑍
𝑚
=
𝑚[𝑉𝑃1
𝛼̇ − 𝑉𝑝1
𝑞] + 𝑚𝑔 sin( 𝛩1) 𝜃 − 𝑚𝑔 sin( 𝛩1)
𝑚
Which reduces to:
𝛼 𝑍 = [𝑉𝑃1
𝛼̇ − 𝑉𝑝1
𝑞] + 𝑔 sin( 𝛩1) 𝜃 − 𝑔 sin( 𝛩1)
After this equation is found, it should be noted that the “𝛼̇” equation derived above is
nested inside the equation. This changes the formula as shown below.
𝛼 𝑍 = [𝑉𝑃1
(𝑍 𝑢
′
𝑢 + 𝑍 𝛼
′
𝛼 + 𝑍 𝜃
′
𝜃 + 𝑍 𝑞
′
𝑞 + 𝑍 𝛿 𝐸
′
𝛿 𝐸) − 𝑉𝑝1
𝑞] + 𝑔 sin( 𝛩1) 𝜃 − 𝑔sin( 𝛩1) 𝛼
This equation reduces to the following.
𝛼 𝑍 = [𝑉𝑃1
𝑍 𝑢
′
𝑢 + 𝑉𝑃1
𝑍 𝛼
′
𝛼 − 𝑔 sin( 𝛩1) 𝛼 + 𝑉𝑃1
𝑍 𝜃
′
𝜃 + 𝑔sin( 𝛩1) 𝜃 + 𝑉𝑃1
𝑍 𝑞
′
𝑞 − 𝑉𝑝1
𝑞 + 𝑉𝑃1
𝑍𝛿 𝐸
′
𝛿 𝐸]
= (𝑉𝑃1
𝑍 𝑢
′
)𝑢 + (𝑉𝑃1
𝑍 𝛼
′
− 𝑔sin( 𝛩1))𝛼 + (𝑉𝑃1
𝑍 𝜃
′
+ 𝑔 sin( 𝛩1))𝜃 + (𝑉𝑃1
𝑍 𝑞
′
− 𝑉𝑝1
)𝑞 + (𝑉𝑃1
𝑍 𝛿 𝐸
′
)𝛿 𝐸
Once this equation is found, it is possible to add the double prime derivatives into the
expression. This is shown below.
𝛼 𝑍 = 𝑍 𝑢
′′
𝑢 + 𝑍 𝛼
′′
𝛼 + 𝑍 𝜃
′′
𝜃 + 𝑍 𝑞
′′
𝑞 + 𝑍 𝛿 𝐸
′′
𝛿 𝐸
Where:
𝑍 𝑢
′′
= 𝑉𝑃1
𝑍 𝑢
′
𝑍 𝛼
′′
= 𝑉𝑃1
𝑍 𝛼
′
− 𝑔 sin( 𝛩1)
𝑍 𝜃
′′
= 𝑉𝑃1
𝑍 𝜃
′
+ 𝑔 sin( 𝛩1) 𝑍 𝑞
′′
= 𝑉𝑃1
𝑍 𝑞
′
− 𝑉𝑝1
𝑍 𝛿 𝐸
′′
= 𝑉𝑃1
𝑍 𝛿 𝐸
′
13. 13
These derivatives are added to the output equation for the system. The changes to the
output equation are expressed as follows.
{
𝛼 𝑧
𝑢
𝛼
𝑞
𝜃 }
=
[
𝑍 𝑢
′′
𝑍 𝛼
′′
𝑍 𝑞
′′
𝑍 𝜃
′′
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1 ]
{
𝑢
𝛼
𝑞
𝜃
} +
[
𝑍 𝛿 𝐸
′′
0
0
0
0 ]
{ 𝛿 𝐸}
2.4.2 Addition of Altitude
Adding altitude to the longitudinal dynamics requires the derivation of the flight path
equations for an aircraft. These equations are shown in the following matrix.
(
𝑋̇ ′
𝑌̇ ′
𝑍̇ ′
)
= [
cos 𝛹 cos 𝛩 − sin 𝛹 cos 𝛷 + cos 𝛹 sin 𝛩 sin 𝛷 sin 𝛹 sin 𝛷 + cos 𝛹 sin 𝛩 cos 𝛷
sin 𝛹 cos 𝛩 cos 𝛹 cos 𝛷 + sin 𝛹 sin 𝛩 sin 𝛷 −sin 𝛷 cos 𝛹 + sin 𝛹 sin 𝛩 cos 𝛷
− sin 𝛩 cos 𝛩 sin 𝛷 cos 𝛩 cos 𝛷
] (
𝑈
𝑉
𝑊
)
To add altitude to the outputs only the trajectory in the z-direction is necessary. The
expression for altitude is the negative trajectory in the z-direction. This is expressed
mathematically below.
ℎ̇ = −𝑍̇ ′
= 𝑈 sin 𝛩 − 𝑉 cos 𝛩 sin 𝛷 − 𝑊 cos 𝛩 cos 𝛷
Using the small perturbations assumption for the aircraft, the above equation is reduced
as such.
ℎ̇ = −𝑍̇ ′
= 𝑉𝑃1
θ − 𝑤
Where:
𝑤 = 𝑉𝑃1
𝛼
Yielding:
ℎ̇ = −𝑍̇′
= 𝑉𝑃1
𝜃 − 𝑉𝑃1
𝛼 = 𝑉𝑃1
( 𝜃 − 𝛼)
Once this expression is found, it is possible to add this equation to the longitudinal state
variable model for the aircraft. This is represented in the state matrix below.
14. 14
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
ℎ̇ }
=
[
𝑋 𝑢
′
𝑋 𝛼
′
𝑋 𝑞
′
𝑋 𝜃
′
0
𝑍 𝑢
′
𝑍 𝛼
′
𝑍 𝑞
′
𝑍 𝜃
′
0
𝑀 𝑢
′
𝑀 𝛼
′
𝑀 𝑞
′
𝑀 𝜃
′
0
0 0 1 0 0
0 −𝑉𝑃1
0 𝑉𝑃1
0]{
𝑢
𝛼
𝑞
𝜃
ℎ}
+
[
𝑋 𝛿 𝐸
′
𝑍 𝛿 𝐸
′
𝑀𝛿 𝐸
′
0
0 ]
{ 𝛿 𝐸}
2.4.3 Addition of Flight Path Angle
To add the flight path angle of the aircraft to the state variable model, this angle must be
modeled with respect to the state variables. This is done in the following formula.
𝛾 = 𝜃 − 𝛼
This changes the output matrix of the longitudinal state variable model as such.
{
𝑢
𝛼
𝑞
𝜃
𝛾}
=
[
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1
0 −1 0 1]
{
𝑢
𝛼
𝑞
𝜃
} +
[
0
0
0
0
0]
{ 𝛿 𝐸}
2.4.4 Addition of Lateral Acceleration
To add the lateral velocity to the outputs of the lateral state variable model, basic physics
are followed. They derive the acceleration in the lateral direction for the aircraft. This is
represented in the following formula.
𝛼 𝑌 =
∑ 𝑓𝑌
𝑚
First the conservation of linear momentum equation in the z-direction must be found.
This equation is shown below.
(𝑓𝐴 𝑌
+ 𝑓𝑇𝑌
) = 𝑚[𝑉𝑃1
𝛽̇ − 𝑉𝑝1
𝑟] − 𝑚𝑔 cos( 𝛩1) 𝜙
Combining these equations yields:
𝛼 𝑌 =
∑ 𝑓𝑌
𝑚
=
𝑚[𝑉𝑃1
𝛽̇ − 𝑉𝑝1
𝑟] − 𝑚𝑔 cos( 𝛩1) 𝜙
𝑚
Which reduces to:
𝛼 𝑌 = [𝑉𝑃1
𝛽̇ − 𝑉𝑝1
𝑟] − 𝑔cos( 𝛩1) 𝜙
After this equation is found, it should be noted that the “𝛽̇” equation derived above is
nested inside the equation. This changes the formula as shown below.
𝛼 𝑌 = [𝑉𝑃1
(𝑌𝛽
′
𝛽 + 𝑌𝑝
′
𝑝 + 𝑌𝑟
′
𝑟 + 𝑌𝜙
′
𝜙 + 𝑌𝛿 𝐴
′
𝛿 𝐴 + 𝑌𝛿 𝐴
′
𝛿 𝑅) − 𝑉𝑝1
𝑟] − 𝑔 cos( 𝛩1) 𝜙
15. 15
This equation reduces to the following.
𝛼 𝑌 = (𝑉𝑃1
𝑌𝛽
′
)𝛽+ (𝑉𝑃1
𝑌𝑝
′
)𝑝 + (𝑉𝑃1
( 𝑌𝑟
′
+ 1)) 𝑟 + (𝑉𝑃1
(𝑌𝜙
′
− 𝑔cos( 𝛩1))) 𝜙 + (𝑉𝑃1
𝑌𝛿 𝐴
′
)𝛿 𝐴
+ (𝑉𝑃1
𝑌𝛿 𝑅
′
)𝛿 𝑅
Once this equation is found, it is possible to add the double prime derivatives into the
expression. This is shown below.
𝛼 𝑌 = 𝑌𝛽
′′
𝛽 + 𝑌𝑝
′′
𝑝+ 𝑌𝑟
′′
𝑟+ 𝑌𝜙
′′
𝜙 + 𝑌𝛿 𝐴
′′
𝛿 𝐴 + 𝑌𝛿 𝑅
′′
𝛿 𝑅
Where:
𝑌𝛽
′′
= 𝑉𝑃1
𝑌𝛽
′
𝑌𝜙
′′
= 𝑉𝑃1
(𝑌𝜙
′
− 𝑔cos( 𝛩1))
𝑌𝑝
′′
= 𝑉𝑃1
𝑌𝑝
′ 𝑌𝛿 𝐴
′′
= 𝑉𝑃1
𝑌𝛿 𝐴
′
𝑌𝑟
′′
= 𝑉𝑃1
( 𝑌𝑟
′
+ 1) 𝑌𝛿 𝑅
′′
= 𝑉𝑃1
𝑌𝛿 𝑅
′
These derivatives are added to the output equation for the system. The changes to the
output equation are expressed as follows.
{
𝛼 𝑌
𝛽
𝑝
𝑟
𝜙 }
=
[
𝑌𝛽
′′
𝑌𝑝
′′
𝑌𝑟
′′
𝑌𝜙
′′
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1 ]
{
𝛽
𝑝
𝑟
𝜙
} +
[
𝑌𝛿 𝐴
′′
𝑌𝛿 𝑅
′′
0 0
0 0
0 0
0 0 ]
{
𝛿 𝐴
𝛿 𝑅
}
2.5 Overall State Variable Model
After the augmentation of the state variable model is understood, the overall system can
be shown in one model. This is described for the state equation as shown below.
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
𝛽̇
𝑝̇
𝑟̇
𝜙̇ }
=
{
𝑋 𝑢
′
𝑋 𝛼
′
𝑋 𝑞
′
𝑋 𝜃
′
0 0 0 0
𝑍 𝑢
′
𝑍 𝛼
′
𝑍 𝑞
′
𝑍 𝜃
′
0 0 0 0
𝑀 𝑢
′
𝑀 𝛼
′
𝑀 𝑞
′
𝑀 𝜃
′
0 0 0 0
0 0 1 0 0 0 0 0
0 0 0 0 𝑌𝛽
′
𝑌𝑝
′
𝑌𝑟
′
𝑌𝜙
′
0 0 0 0 𝐿 𝛽
′
𝐿 𝑝
′
𝐿 𝑟
′
0
0 0 0 0 𝑁𝛽
′
𝑁 𝑝
′
𝑁𝑟
′
0
0 0 0 0 0 1 tan( 𝛩1) 0 }
{
𝑢
𝛼
𝑞
𝜃
𝛽
𝑝
𝑟
𝜙}
+
{
𝑋𝛿 𝐸
′
𝑍 𝛿 𝐸
′
𝑀 𝛿 𝐸
′
0
0 0
0 0
0 0
0 0
0
0
0
0
𝑌𝛿 𝐴
′
𝑌𝛿 𝑅
′
𝐿 𝛿 𝐴
′
𝐿 𝑅
′
𝑁 𝛿 𝐴
′
𝑁𝛿 𝑅
′
0 0 }
{
𝛿 𝐸
𝛿 𝐴
𝛿 𝑅
}
17. 17
3 Numerical Solution of State Variable System
3.1 Longitudinal State Variable Model
When solving the state variable model for the longitudinal direction, a set of steps is
carried out. First, the dimensional derivatives for the aircraft must be known. These derivatives
are from the aircraft dynamics and are shown in the table below.
Table 1: Longitudinal Stability and Control Derivatives
Longitudinal Stability and Control Derivatives
𝑋 𝑢 -0.0194 𝑍 𝑢 -0.1382 𝑀 𝑢 0
𝑋 𝑇𝑢
-0.0003 𝑍 𝛼 -450.4 𝑀 𝑇𝑢
0
𝑋 𝛼 8.4349 𝑍 𝛼̇ -0.8721 𝑀 𝛼 -7.377
𝑋𝛿 𝐸
0 𝑍 𝑞 -1.863 𝑀 𝑇𝛼
0
𝑍 𝛿 𝐸
-35.27 𝑀 𝛼̇ -0.3993
𝑀 𝑞 -0.9237
𝑀 𝛿 𝐸
-14.29
After these values are found, the single primed derivatives for the state variable model
are needed. These values are defined as follows.
Table 2: Longitudinal Single Primed Derivatives
Longitudinal Single Primed Derivatives
𝑋 𝑢
′
-0.0197 𝑍 𝑢
′
0 𝑀 𝑢
′
0
𝑋 𝛼
′
8.435 𝑍 𝛼
′
-0.6644 𝑀 𝛼
′
-7.112
𝑋 𝜃
′ -32.16 𝑍 𝜃
′ -0.0022 𝑀 𝜃
′ 0
𝑋 𝑞
′
0 𝑍 𝑞
′
0.9960 𝑀 𝑞
′
-1.321
𝑋𝛿 𝐸
′
0 𝑍 𝛿 𝐸
′
-0.0520 𝑀 𝛿 𝐸
′
-14.27
The state equation for aircraft is generated from these derivatives. The state equation is
shown in the next formula.
18. 18
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
} = [
−0.0197 8.435 0 −32.16
0 −0.6644 0.9960 −0.0022
0 −7.112 −1.321 0
0 0 1 0
]{
𝑢
𝛼
𝑞
𝜃
} + [
0
−0.0520
−14.27
0
]{ 𝛿 𝐸}
Augmenting this equation to contain the altitude of the aircraft expands the matrix as
such.
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
ℎ̇ }
=
[
−0.0197 8.435 0 −32.16 0
0 −0.6644 0.9960 −0.0022 0
0 −7.112 −1.321 0 0
0 0 1 0 0
0 −677 0 677 0]{
𝑢
𝛼
𝑞
𝜃
ℎ}
+
[
0
−0.0520
−14.27
0
0 ]
{ 𝛿 𝐸}
After the state equation is found, the output equation is necessary. The basic output
equation for the aircraft is shown below.
{
𝑢
𝛼
𝑞
𝜃
} = [
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1
] {
𝑢
𝛼
𝑞
𝜃
} + [
0
0
0
0
]{ 𝛿 𝐸}
Similar to the state equation, the equation is augmented to include more outputs. The
first addition to the output equation is the vertical acceleration. The first step in including this in
the output equation is solving for the double primed derivatives for the aircraft. These values are
shown in the following table.
Table 3: Longitudinal Double Primed Derivatives
Longitudinal Double Primed Derivatives
𝑍 𝑢
′′
-0.1380 𝑍 𝜃
′′
0.0020
𝑍 𝛼
′′
-451.3 𝑍 𝛿 𝐸
′′
-35.23
𝑍 𝑞
′′
-2.731
This changes the output equation for the aircraft as shown below.
{
𝛼 𝑧
𝑢
𝛼
𝑞
𝜃 }
=
[
−0.1380 −451.3 −2.731 0.0020
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1 ]
{
𝑢
𝛼
𝑞
𝜃
} +
[
−35.23
0
0
0
0 ]
{ 𝛿 𝐸}
19. 19
This describes the vertical acceleration augmentation to the output equation. Similarly,
the output equation can then be altered to include the flight path angle. This is done by changing
the output matrix as such.
{
𝛼 𝑧
𝑢
𝛼
𝑞
𝜃
𝛾 }
=
[
−0.1380 −451.3 −2.731 0.0020
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1
0 −1 0 1 ]
{
𝑢
𝛼
𝑞
𝜃
} +
[
−35.23
0
0
0
0
0 ]
{ 𝛿 𝐸}
3.2 Lateral State Variable Model
When solving the state variable model for the lateral direction, a set of steps is carried
out. First, the dimensional derivatives for the aircraft must be known. These derivatives are
from the aircraft dynamics and are shown in the table below.
Table 4: Lateral Stability and Control Derivatives
Lateral Stability and Control Derivatives
𝑌𝛽 55.98 𝐿 𝛽 -4.147 𝑁𝛽 2.839
𝑌𝑝 0 𝐿 𝑝 -0.4260 𝑁 𝑇𝛽
0
𝑌𝑟 0.7702 𝐿 𝑟 0.1515 𝑁 𝑝 -0.0045
𝑌𝛿 𝐴
0 𝐿 𝛿 𝐴
6.711 𝑁𝑟 -0.1123
𝑌𝛿 𝑅
10.74 𝐿 𝛿 𝑅
0.7163 𝑁𝛿 𝐴
-0.4471
𝑁𝛿 𝑟
-1.654
After these values are found, the single primed derivatives for the state variable model
are needed. These values are defined as follows.
Table 5: Lateral Single Primed Derivatives
Lateral Single Primed Derivatives
𝑌𝛽
′
0.0827 𝐿 𝛽
′
-4.107 𝑁𝛽
′
2.804
𝑌𝑝
′
0 𝐿 𝑝
′
-0.4261 𝑁 𝑝
′
-0.0081
𝑌𝑟
′
-0.9989 𝐿 𝑟
′
0.1499 𝑁𝑟
′
-0.1110
𝑌𝜙
′
0.0475 𝐿 𝛿 𝐴
′
6.705 𝑁𝛿 𝐴
′
-0.3901
𝑌𝛿 𝐴
′
0 𝐿 𝛿 𝑅
′
0.6927 𝑁𝛿 𝑅
′
-1.649
𝑌𝛿 𝑅
′
0.0159
20. 20
The state equation for aircraft is generated from these derivatives. The state equation is
shown in the next formula.
{
𝛽̇
𝑝̇
𝑟̇
𝜙̇}
= [
0.0827 0 −0.9989 0.0475
−4.107 −0.4261 0.1499 0
2.804 −0.0081 −0.1110 0
0 1 0.0472 0
]{
𝛽
𝑝
𝑟
𝜙
} + [
0 0.0159
6.705 0.6927
−0.3901 −1.649
0 0
]{
𝛿 𝐴
𝛿 𝑅
}
Once the state equation is found, the output equation must be known. The first step in
solving for the output matrix is augmenting the matrix to include lateral acceleration. The first
step in including this in the output equation is solving for the double primed derivatives for the
aircraft. These values are shown in the following table.
Table 6: Lateral Double Primed Derivatives
Lateral Double Primed Derivatives
𝑌𝛽
′′
55.98 𝑌𝜙
′′
0
𝑌𝑝
′′
0 𝑌𝛿 𝐴
′′
0
𝑌𝑟
′′
0.7702 𝑌𝛿 𝑅
′′
10.74
These derivatives are added to the output equation for the system. The changes to the
output equation are expressed as follows.
{
𝛼 𝑌
𝛽
𝑝
𝑟
𝜙 }
=
[
55.98 0 0.7702 0
1 0 0 0
0 1 0 0
0 0 1 0
0 0 0 1]
{
𝛽
𝑝
𝑟
𝜙
} +
[
0 10.74
0 0
0 0
0 0
0 0 ]
{
𝛿 𝐴
𝛿 𝑅
}
3.3 Overall State Variable Model
The overall state variable model for the aircraft can be seen in the following equations
{
𝑢̇
𝛼̇
𝑞̇
𝜃̇
𝛽̇
𝑝̇
𝑟̇
𝜙̇ }
= {
𝐴 𝐿𝑜𝑛𝑔 0
0 𝐴 𝐿𝑎𝑡
}
{
𝑢
𝛼
𝑞
𝜃
𝛽
𝑝
𝑟
𝜙}
+ {
𝐵 𝐿𝑜𝑛𝑔 0
0 𝐵 𝐿𝑎𝑡
} {
𝛿 𝐸
𝛿 𝐴
𝛿 𝑅
}
23. 23
4 Simulation Results
4.1 Longitudinal Direction
Once the state variable matrix is fully defined for the aircraft, it is possible to simulate the
results. First, the results for the longitudinal direction are found. These are shown in the figure
below.
Figure 2: Longitudinal Simulation Results for Elevator Deflection
These graphs show the result of the system when a generic elevator maneuver is applied
to the aircraft. Along with the system response, one other comparison must be made. The
eigenvalues of the state matrix must match the roots of the characteristic equation for the aircraft.
This comparison is shown below.
0 50 100 150
-5
0
5
Time (s)
a(z)(g)
0 50 100 150
-10
0
10
Time (s)
a(g)0 50 100 150
-10
0
10
Time (s)
u(ft/s)
0 50 100 150
-20
0
20
Time (s)
q(deg)
0 50 100 150
-10
0
10
Time (s)
theta(deg)
0 50 100 150
-5
0
5
Time (s)
gamma(deg)
0 50 100 150
-5
0
5
Time (s)
dE(deg)
24. 24
Figure 3: Comparison of the Roots and Eigenvalues of the Aircraft
This figure shows how the eigenvalues of the state matrix match the pole location of the
characteristic equation for the aircraft.
4.2 Lateral Direction
Following the longitudinal direction, it is possible to simulate the lateral direction. The
first case taken into account is for a basic aileron doublet. This response is shown below.
-1.4 -1.2 -1 -0.8 -0.6 -0.4 -0.2 0
-4
-2
0
2
4
Longitudinal Pole Locations
Real Axis
ImaginaryAxis
-1.4 -1.2 -1 -0.8 -0.6 -0.4 -0.2 0
-4
-2
0
2
4
Eigenvalues of State Matrix
Real Axis
ImaginaryAxis
25. 25
Figure 4: Lateral Simulation Results for Aileron Deflection
Along with the response for an aileron deflection, the system can be simulated for a
rudder deflection. The results of the simulation for a rudder deflection are shown in the next
figure.
0 20 40 60
-0.2
0
0.2
Time (s)
a(y)(g)
0 20 40 60
-5
0
5
Time (s)
b(g)
0 20 40 60
-20
0
20
Time (s)
p(ft/s)
0 20 40 60
-10
0
10
Time (s)
r(deg)
0 20 40 60
-50
0
50
Time (s)
phi(deg)
0 20 40 60
-5
0
5
Time (s)
da(deg)
26. 26
Figure 5 Lateral Simulation Results for Rudder Deflection
These graphs show how both the dutch roll and spiral modes are unstable. To verify this
result, the eigenvalues of the state matrix are compared to the roots of the characteristic equation
for the aircraft. This comparison is made in the next figure
0 20 40 60
-0.2
0
0.2
Time (s)
a(y)(g)
0 20 40 60
-5
0
5
Time (s)
b(g)
0 20 40 60
-20
0
20
Time (s)
p(ft/s)
0 20 40 60
-10
0
10
Time (s)
r(deg)
0 20 40 60
-10
0
10
Time (s)
phi(deg)
0 20 40 60
-1
0
1
Time (s)
da(deg)
27. 27
Figure 6: Comparison of the Roots and Eigenvalues of the Aircraft
These figures are identical and show how the aircraft has an unstable dutch roll, along
with, an unstable spiral mode.
-0.6 -0.5 -0.4 -0.3 -0.2 -0.1 0 0.1
-2
-1
0
1
2
Lateral Pole Locations
Real Axis
ImaginaryAxis
-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1
-2
-1
0
1
2
Eigenvalues of State Matrix
Real Axis
ImaginaryAxis
28. 28
5 Sensitivity Analysis
5.1 Variations of 𝒄 𝑳 𝜶
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝐿 𝛼
base value 5.84
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
Figure 7: Sensitivity Analysis for 𝒄 𝑳 𝜶
2.77
2.78
2.79
2.8
2.81
2.82
2.83
2.84
2.85
4.672
4.9056
5.1392
5.3728
5.6064
5.84
6.0736
6.3072
6.5408
6.7744
7.008
ωnsp
CLα
Short Period ωn vs. CLα
0.31
0.32
0.33
0.34
0.35
0.36
0.37
0.38
4.672
4.9056
5.1392
5.3728
5.6064
5.84
6.0736
6.3072
6.5408
6.7744
7.008
dsp
CLa
Short Period ζ vs. CLα
0.087
0.088
0.089
0.09
0.091
0.092
0.093
0.094
4.672
4.9056
5.1392
5.3728
5.6064
5.84
6.0736
6.3072
6.5408
6.7744
7.008
omph
CLa
Phugoid ωn vs. CLα
0.095
0.096
0.097
0.098
0.099
0.1
0.101
0.102
0.103
0.104
0.105
0.106
dph
CLa
Phugoid ζ vs. CLα
29. 29
5.2 Variations of 𝒄 𝒎 𝜶
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝑚 𝛼
base value -0.64
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
Figure 8: Sensitivity Analysis for 𝒄 𝒎 𝜶
5.3 Variations of 𝒄𝒍 𝜷
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐𝑙 𝛽
base value -0.11
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
0
0.5
1
1.5
2
2.5
3
3.5
omsp
Cma
Short Period ωn vs. Cmα
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
-0.512
-0.5376
-0.5632
-0.5888
-0.6144
-0.64
-0.6656
-0.6912
-0.7168
-0.7424
-0.768
dsp
Cma
Short Period ζ vs. Cmα
30. 30
Figure 9: Sensitivity Analysis for 𝒄𝒍 𝜷
5.4 Variations of 𝒄 𝒏 𝜷
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝑛 𝛽
base value 0.127
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
1.68165
1.6817
1.68175
1.6818
1.68185
-0.088
-0.0924
-0.0968
-0.1012
-0.1056
-0.11
-0.1144
-0.1188
-0.1232
-0.1276
-0.132
omdr
Clb
Dutch Roll ωn vs. Clβ
0
0.005
0.01
0.015
0.02
-0.088
-0.0924
-0.0968
-0.1012
-0.1056
-0.11
-0.1144
-0.1188
-0.1232
-0.1276
-0.132
ddr
Clb
Dutch Roll ζ vs. Clβ
1.9
1.92
1.94
1.96
1.98
2
2.02
2.04
2.06
-0.088
-0.0924
-0.0968
-0.1012
-0.1056
-0.11
-0.1144
-0.1188
-0.1232
-0.1276
-0.132
troll
Clb
RollTime vs. Clβ
-10000
-8000
-6000
-4000
-2000
0
2000
4000
6000
8000
-0.088
-0.0924
-0.0968
-0.1012
-0.1056
-0.11
-0.1144
-0.1188
-0.1232
-0.1276
-0.132
tspr
Clb
Sprial Time vs. Clβ
31. 31
Figure 10: Sensitivity Analysis for 𝒄 𝒏 𝜷
5.5 Variations of 𝒄 𝒎 𝒖
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝑚 𝑢
base value 0.05
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
0
0.5
1
1.5
2
omdr
Cnb
Dutch Roll ωn vs. Cnβ
0
0.005
0.01
0.015
0.02
0.025
0.1016
0.10668
0.11176
0.11684
0.12192
0.127
0.13208
0.13716
0.14224
0.14732
0.1524
ddr
Cnb
Dutch Roll ζ vs. Cnβ
1.85
1.9
1.95
2
2.05
2.1
0.1016
0.10668
0.11176
0.11684
0.12192
0.127
0.13208
0.13716
0.14224
0.14732
0.1524
troll
Cnb
RollTime vs. Cnβ
-15000
-10000
-5000
0
5000
0.1016
0.10668
0.11176
0.11684
0.12192
0.127
0.13208
0.13716
0.14224
0.14732
0.1524
tspr
Cnb
Sprial Time vs. Cnβ
32. 32
Figure 11: Sensitivity Analysis for 𝒄 𝒎 𝒖
5.6 Variations of 𝒄 𝒎 𝒒
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝑚 𝑞
base value -15.5
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
Figure 12: Sensitivity Analysis for 𝒄 𝒎 𝒒
0.086
0.087
0.088
0.089
0.09
0.091
0.092
0.093
0.094
0.095
0.04
0.042
0.044
0.046
0.048
0.05
0.052
0.054
0.056
0.058
0.06
omph
Cmu
Phugoid ωn vs. Cmu
0.1005
0.101
0.1015
0.102
0.1025
0.103
0.04
0.042
0.044
0.046
0.048
0.05
0.052
0.054
0.056
0.058
0.06
dph
Cmu
Phugoid ζ vs. Cmu
2.77
2.78
2.79
2.8
2.81
2.82
2.83
2.84
2.85
omsp
Cmq
Short Period ωn vs. Cmq
0.29
0.3
0.31
0.32
0.33
0.34
0.35
0.36
0.37
0.38
0.39
dsp
Cmq
Short Period ζ vs. Cmq
33. 33
5.7 Variations of 𝒄𝒍 𝒑
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐𝑙 𝑝
base value -0.45
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
Figure 13: Sensitivity Analysis for 𝒄𝒍 𝒑
5.8 Variations of 𝒄 𝒏 𝒓
To begin the sensitivity analysis, the design value for the aircraft is found. This value is
listed below.
Variation of 𝑐 𝑛 𝑟
base value -0.2
This value is then varied from positive to negative twenty percent. When this is done the
following figures can be generated.
0
0.5
1
1.5
2
2.5
3
-0.36
-0.369
-0.378
-0.387
-0.396
-0.405
-0.414
-0.423
-0.432
-0.441
-0.45
-0.459
-0.468
-0.477
-0.486
-0.495
-0.504
-0.513
-0.522
-0.531
-0.54
troll
Clp
RollTime vs. Clp
35. 35
6 Conclusions
Several conclusions can be drawn from the simulation results for the Learjet 24. First,
the aircraft has a stable short period and phugoid response. Although, it does not have a stable
dutch roll or spiral model. A more complex controller is necessary to control the lateral direction
of the aircraft. This model is far superior to the transfer function based model. Also, it will
allow for a more powerful control in the future.