Article Contents
Article Contents

# Energy management method for an unpowered landing

This work is supported in part by the National Natural Science Foundation of China under grant (No. 61973055), the Fundamental Research Funds for the Central Universities (No. ZYGX2019J062) and a grant from the applied basic research programs of Sichuan province (No. 2019YJ0206).

• The unpowered landing of unmanned aerial vehicle (UAV) is a critical stage, which affects the safety of flight. To solve the problem of the unpowered landing of UAV, an energy management scheme is proposed. After the cruise is over, the aircraft shuts down the engine and begins to land. When the aircraft is in the high altitude, the dynamic pressure is too large, and it is difficult to open the speed brake. When the aircraft is in the low altitude, it is close to the runway. The method of S-turn may make the aircraft veer off the runway and may be unable to land. So two different schemes of high altitude and low altitude are designed to control energy. In the high altitude, when the energy is too high, it takes the S-turn scheme to consume excess energy. At the same time, the availability and reasonability of the S-turn scheme is demonstrated. In the low altitude, the open angle of speed brake is controlled to adjust the energy consumption. Finally, the simulation results are given to illustrate the availability of energy management.

Mathematics Subject Classification: Primary: 58F15, 58F17; Secondary: 53C35.

 Citation:

• Figure 1.  The full ground track of S-turn scheme

Figure 2.  Flow chart of terminal energy management at various phase

Figure 3.  The prediction of range in acquisition phase

Figure 4.  The prediction of range in HAC-Turn phase

Figure 5.  Track angle of aircraft

Figure 6.  The judgment nominal line of aircraft in pre-approach phase

Figure 7.  The force direction of the aircraft

Figure 8.  The high energy change of the S-turning scheme

Figure 9.  The range of the S-turning scheme at high energy

Figure 10.  The low energy change of the S-turning scheme

Figure 11.  The range of the S-turning scheme at low energy

Figure 12.  The angle of speed brake in the nominal case

Figure 13.  The angle of speed brake at high energy

Figure 14.  The angle of speed brake at low energy

Table 1.  The resistance of closed speed brake and opened speed brake

 h(m) $\rho(kg/m^3)$ $\alpha (^\circ)$ $D_c$(N) $D_o$(N) 4500 0.7768 4.86 5541 7565 4000 0.8191 4.74 5643 7782 3500 0.8632 4.46 5769 8028 3000 0.9091 4.36 5913 8296 2500 0.9569 4.12 6071 8558 2000 1.0065 3.76 11760 14290 1500 1.0580 3.60 12290 14950 1000 1.1116 3.44 12840 15630

Table 2.  The control effect of the speed brake

 Speed brake Glide angle (high/low) Touchdown velocity Closed $-9^{\circ}/-15^{\circ}/-19^{\circ}$ 293.4km/h Fully opened $-29^{\circ}/-15^{\circ}/-19^{\circ}$ 290.2km/h
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