Energy management method for an unpowered landing

Xiaoxiao Li; Yingjing Shi; Rui Li; Shida Cao

doi:10.3934/jimo.2020180

Article Contents

2022, Volume 18, Issue 2: 825-841. Doi: 10.3934/jimo.2020180

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Energy management method for an unpowered landing

School of Automation Engineering, University of Electronic Science and Technology of China, Chengdu 611731, China

^* Corresponding author: Yingjing Shi (shiyingjing@uestc.edu.cn)
^* Corresponding author: Yingjing Shi (shiyingjing@uestc.edu.cn)

Received: May 31, 2020

Revised: August 31, 2020

Early access: December 2020

Published: March 2022

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).

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Abstract

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.

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

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

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

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Figure 3. The prediction of range in acquisition phase

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

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Figure 5. Track angle of aircraft

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

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Figure 7. The force direction of the aircraft

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

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

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

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

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

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Figure 13. The angle of speed brake at high energy

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Figure 14. The angle of speed brake at low energy

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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

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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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