By Topic

Design of a reconfigurable automated landing system for VTOL unmanned air vehicles

Sign In

Cookies must be enabled to login.After enabling cookies , please use refresh or reload or ctrl+f5 on the browser for the login options.

Formats Non-Member Member
$31 $13
Learn how you can qualify for the best price for this item!
Become an IEEE Member or Subscribe to
IEEE Xplore for exclusive pricing!
close button

puzzle piece

IEEE membership options for an individual and IEEE Xplore subscriptions for an organization offer the most affordable access to essential journal articles, conference papers, standards, eBooks, and eLearning courses.

Learn more about:

IEEE membership

IEEE Xplore subscriptions

2 Author(s)
Bole, M. ; Concordia Univ., Montreal, Que., Canada ; Svoboda, J.

With the release of Bombardier's redesigned vertical take-off and landing unmanned air vehicle (VTOL UAV), the company's development team was interested in exploring fresh avenues for automatically landing the craft. The focus of this redesign revolved around navigation via DGPS data. The development of three principle components were identified as being paramount to the success of the system. First was the need for an algorithm to locate an appropriate intercept point on the intended landing profile. Landing initiated the switch of navigation modes from one using GPS to one employing DGPS. This differing of sources and their respective accuracies led to position errors between expected and actual craft location, thereby necessitating the inclusion of the flight-path intercept algorithm. With the establishment of concrete target points, a corroborative effort was required between the second and third components of the autoland system to provide motion control between two arbitrary points in space. The first of the two, a trajectory generator, provides an ideal locus of points based on a time law, paying careful attention to the craft's acceleration. A controller using the ideal points generated by the trajectory generator drives the craft and was the second component of the motion control system. The controller configuration was kept simple, due in no small part to the project's scope. The initial evaluation tool for theory development was a simplified version of Bombardier's overall craft dynamics model for the CL-327. This was then followed by tests with a high-fidelity model. Currently, flight testing is in progress

Published in:

National Aerospace and Electronics Conference, 2000. NAECON 2000. Proceedings of the IEEE 2000

Date of Conference: