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http://dx.doi.org/10.18576/amis/100136
Abstract: Today many aircraft control systems and process control industries are employing classical controller such as Proportional
Integral Derivative Controller (PID) to improve the system characteristics and dynamic performance. To improve the stability analysis
and system performance of an aircraft, PID controller is employed in this paper. The safety of flight envelope can be improved by
tuning parameters of PID controller for pitch control dynamics of an aircraft. Designing the mathematical model is necessary and
important to describe the longitudinal pitch control of general aviation aircraft system. PID controller is developed based on dynamic
and mathematical modeling of an aircraft system. The various tuning methods such as Zeigler-Nichols method (ZN), Modified Zeigler-
Nichols method, Tyreus- Luyben tuning and Astrom-Hagglund tuning methods are evaluated for general aviation aircraft system. The
simulation results prove that PID controller parameters tuned by ZN method for general aviation aircraft dynamics is better compared
to the other methods in improving the stability and performance of flight in all conditions such as climb, cruise and approach phase.
velocity components in the body fixed coordinate of all flight conditions provided with suitable yaw control
aircraft system can be described as shown in Figure 1. mechanisms.
The X, Y and Z variables represent aerodynamic force. These equations are nonlinear and coupled, and
The component L, M and N denote aerodynamic moment. generally can be solved only numerically, yielding
Variables u, v and w denote the velocity components. relatively little insight into the dependence of the stability
Variables p, q and r denote the angular rates. Variables x, and controllability of the vehicle on basic aerodynamic
y, z denote the coordinates, with origin at the center of parameters of the vehicle. The complete set of linearized
mass of the vehicle [10]. The x-axis [11] points toward equations of motion is represented in Equations in (4),(5)
the nose of the flight. The x-axis and z-axis lie in the and (6). Where Mq dimensional variation of pitching
plane of symmetry. The z-axis is perpendicular to the moment with pitch rate, Mu dimensional variation of
x-axis, and pointing approximately down. The y-axis is pitching moment with speed,M dimensional variation of
pointing approximately out the right wing [12]. pitching moment with angle of attack,M dimensional
variation of pitching moment with rate of change of angle
of attack,S reference wing area,T thrust,u perturbed
velocity along X,Uo component of steady state velocity
along X,Xq dimensional variation of X force with pitch
rate,Xtu dimensional variation of X force due to thrust
with speed,Xu dimensional variation of X force with
speed,X dimensional variation of X force with angle of
attack,Zq dimensional variation of Z force with pitch
rate,Zu dimensional variation of Z force with speed, Z
dimensional variation of Z force with angle of attack,Z
dimensional variation of Z force with rate of change angle
of attack, perturbed angle of attack, p damping ratio
the phugoid,sp damping ratio the short period,
disturbed pitch attitude angle,1 steady state pitch attitude
Fig. 1: Force, moments, and velocity components angle, air density.
The kinematic and dynamic equations can be d
Xu u + (g0 cos0 ) Xw w
expressed as a function of all the motion variables as dt
force and moment equations. Where g acceleration due to = X e e + X T T (4)
gravity, q perturbed pitch rate, w perturbed velocity along
d d
Z. Zu u + (1 Zw ) Zw w [u0 + Zq ] g0 sin0
dt dt
= Z e e + Z T T (5)
X = mgsin + m(u + qw rv), (1)
d
2
d d
Y = mgcos cos + m(w + pv qu). (2) Mu u (M w) Mw w Mq
dt dt 2 dt
Moment Equation: = M e e + M T T (6)
c 2016 NSP
Natural Sciences Publishing Cor.
Appl. Math. Inf. Sci. 10, No. 1, 343-350 (2016) / www.naturalspublishing.com/Journals.asp 345
specific flight requirements [15],[16] and [17]. The model of an actuator is employed with the transfer
controller output can be represented in terms of error function as given in Equation (9), and time constant = 1
value of the controller, the degree to which deviates the second is employed.
controller reference value, and the measure of oscillation
of the vehicle. The structure is also known as parallel
form and is represented by, 10
H(s) = (9)
s + 10
1 1 The transfer function of longitudinal dynamics of
G(s) = KP + KI + KD s = KP 1 + + TD S (7)
s TS general aviation aircraft and actuator dynamics is given in
Equation (10),
where KP is proportional gain, KI is integral gain, KD
derivative gain; TI is integral time constant and TD is
derivative time constant. 110s + 243.8
G(s) = (10)
s4 + 12.7s3 + 43.64s2 + 127.94s
the constant gain factor indices. The integral term helps to 1.4
4 Aircraft Dynamics without Controller Fig. 3: Step responses of aircraft dynamics without PID
Effect controller
c 2016 NSP
Natural Sciences Publishing Cor.
346 G. Sudha, S. N. Deepa : Optimization for PID control parameters
2 0.8
Amplitude
0
0.6
2
4 0.4
6
0.2
8
10 0
20 15 10 5 0 5 0 1 2 3 4 5 6 7 8
1
Real Axis (seconds ) Time t (in seconds)
1.2
0.8
Amplitude
0.6
0.4
0.2
c 2016 NSP
Natural Sciences Publishing Cor.
Appl. Math. Inf. Sci. 10, No. 1, 343-350 (2016) / www.naturalspublishing.com/Journals.asp 347
can be employed to reduce the peak overshoot value. The tuning of the plant can be obtained by generating more
values of KP , KI , and KD can be calculated as 0.7, 0.68 points.
and 0.46. The step response of aircraft dynamics using The values of KP , KI , and KD can be estimated as
modified ZN method is shown in Figure 6. 0.784, 1.4 and 0. The step response of aircraft dynamics
using Astrom-Hagglund method is shown in Figure 8.
The value of KP , KI , and KD for different tuning methods
5.3 Tyreus-Luyben Method are shown in Table 4.
Amplitude
controller parameters to obtain better stability. This 0.8
method only proposes settings for PI and PID controllers.
The values of KP , KI , and KD can be calculated as 0.95, 0.6
0
0 1 2 3 4 5 6 7 8
Time t (in seconds)
Step Response of TyreusLuyben Method
1.5
1
Amplitude
1
Amplitude
0.8
0.4
c 2016 NSP
Natural Sciences Publishing Cor.
348 G. Sudha, S. N. Deepa : Optimization for PID control parameters
c 2016 NSP
Natural Sciences Publishing Cor.
Appl. Math. Inf. Sci. 10, No. 1, 343-350 (2016) / www.naturalspublishing.com/Journals.asp 349
Acknowledgement [9] C.C Hang,J.K Astrom, and W.K Ho, Refinements of Ziegler
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careful checking of the details and for helpful comments York, Fourth Edition (2000).
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c 2016 NSP
Natural Sciences Publishing Cor.
350 G. Sudha, S. N. Deepa : Optimization for PID control parameters
[21] K.J Astrom and T. Hagllund,PID controllers Theory, G. Sudha has completed
Design and Tuning, second edition, Instrument Society of her PhD Degree in Electrical
America (1994). Engineering from Anna
[22] B.Kada and Y.Ghazzawi,Robust PID Controller Design for University, Chennai, 2014.
an UAV Flight Control System, Proceedings of the World She has published papers
Congress on Engineering and Computer Science 2, 978-988 in International and National
(2011). Journals. Her research areas
[23] Nurbaiti Wahid and Nurhaffizah Hassan, Self-tuning Fuzzy include Neural Network,
PID Controller Design for Aircraft Pitch Control, Third Fuzzy Logic, Genetic
International Conference on Intelligent Systems Modelling
Algorithm, Linear and
and Simulation IEEE Computer Society 19-24 (2012).
Nonlinear Control Systems,Robotics and Aerospace
[24] N.Wahid, N. Hassan, M.F Rahmat and S.
Mansor,Application of Intelligent Controller in Feedback
Applications.
Control Loop for Aircraft Pitch Control, Australian Journal
of Basic and Applied Sciences 5, 1065-1074 (2011).
S. N. Deepa has
completed PhD Degree
in Electrical Engineering
from Anna University,
Chennai, 2008. She was
a gold medalist in her
BE Degree Program. She has
published books and papers
in International and National
Journals. Her research
areas include Neural Network, Fuzzy Logic, Genetic
Algorithm, Linear and Nonlinear Control Systems,
Digital Control.
c 2016 NSP
Natural Sciences Publishing Cor.