AIAA Guidance, Navigation, and Control Conference and Exhibit 21-24 August 2006, Keystone, Colorado

AIAA 2006-6182

Vibration Control of Flexible Spacecraft Under Attitude Maneuver Using Adaptive Controller
Choongseok Oh* , Hyochoong Bang and Jong-Oh Park Korea Advanced Institute of Science and Technology, Daejeon, 305-701, Korea

Attitude control of flexible spacecraft by adaptive real-time control is addressed in this paper. A ground experimental model is developed for verification of the stabilization strategy using an adaptive control technique. The experimental set up simulates planar motion of flexible spacecraft as a coupled hybrid dynamics of rigid body motion and flexible arm vibration. The adaptive notch filter and adaptive controller, which updates filter and controller parameters continuously from the sensor measurement, are implemented in the real-time framework for the attitude control. For the vibration control, the least mean square algorithm using the adaptive notch filter is applied to the flexible spacecraft. The principal purpose of this study is, therefore, to apply the adaptive control algorithm to investigate feasibility of practical implementation. By the experimental study, it was shown that the adaptive controller successfully stabilizes the uncertain and it accurately controls the attitude of flexible spacecraft.

I.

Introduction

LEXIBLE spacecraft is characterized by complicated dynamics due to structural vibration from the large and lightweight body, and onboard articulating body on board such as solar arrays and large antennae. The attitude command delivered to the actuator system located usually at the center of the space structure body is generated from the attitude angles and angular rates measured by inertial measurement unit (IMU). The IMU signal consists of not only rigid-body mode but also flexible vibrational modes. These days, many spacecraft needs quiet environment for operation without vibration or oscillation. An example is the future interferometric missions planned by NASA or ESA. 1, 2 It consists of a main truss supporting a set of independently pointing telescopes. This space structure requires a fine pointing accuracy. In this system, vibration is undesired disturbance source to the system accuracy, in particular, of the optics and antenna on the spacecraft. When a reaction wheels (RW) or control momentum gyros (CMG) control spacecraft attitude, vibration inevitably occurs and degrades the performance of sensitive devices. Therefore, vibration should be controlled or isolated for missions such as interferometric detection, Earth observing, broadcasting and telecommunication between antenna and ground stations. As mentioned above, there are two problems such as attitude stabilization and vibration control for flexible space structure. There have been a number of papers and technologies associated with attitude stabilization of flexible spacecraft. 2-7 A method for generating a near-minimum-time control input for flexible spacecraft is presented with the objective of minimizing the maneuver time and the residual energy of the flexible modes. 4 Intensive research effort has been made also for the notch filters design to minimize the effect of structural vibration near the natural frequencies range. 8-11 Majority of the research work rely on a mathematical model that usually suffers from modeling errors in real applications. Research on active control for flexible spacecraft by ground-based experiment is attractive due to inherent advantages. A number of algorithms have been developed in implementations of vibration controllers. Positive position feedback control for large space structures was suggested by Fanson and Caughey. 12 A typical approach to adaptive Graduate student, Research Assistant, Division of Aerospace Engineering, 373-1 Kusong-Dong, Yusong-Gu, Daejeon, 305-701, Korea, csoh@fdcl.kaist.ac.kr. Associate Professor, Division of Aerospace Engineering, 373-1 Kusong-Dong, Yusong-Gu, Daejeon, 305-701, Korea, hcbang@fdcl.kaist.ac.kr, Senior AIAA Member. Post Doctor Researcher, Division of Aerospace Engineering, 373-1 Kusong-Dong, Yusong-Gu, Daejeon, 305-701, Korea, jopark@fdcl.kaist.ac.kr. 1 American Institute of Aeronautics and Astronautics
*

Copyright 2006 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

vibration control is to feed an error signal through an appropriate filter and apply the resulting signal to a plant. Coefficients of the filter are tuned automatically by an adaptive algorithm to achieve best vibration reduction. Elliott, Stothers and Nelson presented an algorithm to adapt coefficients of an array of finite impulse response (FIR) filters, whose outputs were linearly coupled to another array of error detection points to minimize mean square error signals. 13 Eriksson, Allie, and Greiner investigated the use of IIR adaptive filters in adaptive vibration controls. 14 Baumann studied the potential of an adaptive feedback approach to structural vibration suppression. 15 The filtered-x least mean squares (FLMS) algorithm was derived by Widrow. 16 In FLMS, the adaptation of the weight coefficients involves use of the filtered reference signal vector. In this study, attitude and vibration controller design for an experimental ground spacecraft is investigated. The attitude and vibration controller use the same actuator and sensor because the external disturbance is selected as a limited frequency band within the bandwidth of control system. The PID controller is applied to the flexible spacecraft attitude control. The performance of the PID controllers tends to be degraded when the external disturbance exists. So, in this study, the vibration controller of spacecraft that is the least mean square (LMS) algorithm using the adaptive notch filter is applied to the flexible spacecraft. The least mean squares (LMS) algorithm requires the reference signal. In this research, the adaptive notch filter estimates the external disturbance signal frequency and the reference signal is generated by using this estimated frequency. The primary objective is to examine the accurate attitude controller through real-time ground experimental demonstration. The adaptive vibration controller is used to attenuate the flexible spacecraft vibration. For experimental work, a ground hardware testbed is developed with sensors and actuators. Real-time control is applied to the attitude maneuver and vibration control of the ground testbed. The adaptive controller is implemented and tested in combination with the feedback control loop. This paper consists of several sections; section II introduces basics of dynamic modeling of a spacecraft and ground experimental model is described in detail. Section III discusses the adaptive algorithm; in section IV, the adaptive controller is tested through experimental model and the experimental results are presented. Finally, final concluding remarks are followed in section V.

II.

Spacecraft Modeling and Experimental Setup

Ground Experimental Model Design The experimental model designed in this research is used to test the adaptive attitude stabilization control presented in the following section. The schematic description of the experimental set-up is presented in Fig. 1. The actual picture of the experimental testbed is presented in Fig. 2. The main structure consists of a rigid center body and a flexible arm attached to the center body. The center body of a disk shape representing a satellite main body is supported on the top of a single-axis ball bearing. Main rotational motion takes place about the vertical axis. Moment of inertia of the center body is about 2.32 [ kgm 2 ]. The center body vertical axis rotation is governed by a reaction wheel. The reaction wheel is driven by a DC motor and located at the center of the main body. The rotational angle of the main body can be measured by angle sensor while the angular rate is obtained from a rate sensor. The Kalman filter is used to integrate the angle and the angular rate signal. Integrated angle and rate output are employed for actual implementation of the controller. Specifications of the testbed components are presented in Table 1. Reaction effect due to the unbalanced inertia of the reaction wheel and solar pressure torque for a flexible spacecraft are considered as disturbance. In this experiment, the disturbance effect in the form of the flexible arm bending moment is generated by a vibration generator at the end of the flexible arm. The excitation frequency is selected at the first and second mode frequencies. Modeling by Finite Element Method In order to conduct a preliminary simulation study and design a baseline controller, a finite dimensional mathematical model for the ground model is established as shown in Fig. 3. Since the model dynamics consist of hybrid coordinates of rigid body motion and flexible vibration, the governing equations of motion are described by a hybrid form of ordinary and partial differential equations.17-19

2 American Institute of Aeronautics and Astronautics

Figure 1. Schematics for the ground experimental model

Figure 2. Ground experimental set-up

3 American Institute of Aeronautics and Astronautics

Table 1. Testbed equipment specifications Components Data Acquisition Board Angle Sensor Rate Sensor Actuator Amplifier Reaction Wheel Module Vibration Generator Amplifier Vibration Generator(DC Motor) Testbed Spec. Specifications A/D-16ch., D/A-2ch., Resolution: 12bit PCI-6025E, National Instrument Op. Voltage 5[V], Resolution: 0.005[deg] JC30S, Copal Electronics Range 500 deg/ sec , Resolution < 0.004 deg/ sec Gyrochip II, BEI Electronics Output range 72 [V ], 6[ A] , BOP 72-6M, KEPCO 1075, Aerotec Output range 72 [V ], 3[ A] , BOP 72-3M, KEPCO 118752, Maxon Radius/height-90/100[cm], duralumin Taper Roll & Angular bearing

YB
qr

YB

XB IC lo l

1 2

3 4

6
5

XB

Figure 3. A model for the finite element method (FEM)

&& I c qr +

l0

&& m x( xqr + 2 y t 2 ) + EI

2 y t 4 y x 4

&& )dx + mt l (lqr + 2 = 0,

2 y t 2
l

)=u

(1)

&& m ( xqr +

l0 < x < l

where I c represents moment of inertia of the center body, qr denotes a rotation angle of the rigid body, and mt represents mass of the tip vibration generator system. Also, u is control torque developed by the reaction wheel

4 American Institute of Aeronautics and Astronautics

module, m , EI represent linear mass density as well as elastic rigidity of the flexible arm, and y ( x, t ) denotes flexural deflection. Also, the following boundary conditions are satisfied for the given model;

y ( x, t ) =
2 y = 0, x 2

y ( x, t ) = 0, t

at

x = l0

(2)

EI

EI

3 y 2 y && = mt (lqr + 2 ), x3 t

at

x=l

(3)

For simulation study and control system analysis, the original infinite dimensional system can be discretized into a finite dimensional system. Finite element method is used in this study to construct the following system of ordinary differential equations17, 18
I c + M rr M fr M rf qr 0 && q + 0 M ff && f 81 0 1 018 qr ut q = 071 071 K ff f ud 1 0

(4)

where q f = [1 L8 ] denotes displacement and rotation of the finite element nodal points, and ut represents torque by the reaction wheel module while ud denotes the disturbance torque by the vibration generator at the tip of the flexible arm. The structural element is partitioned into four finite elements and the model parameters are specified as 2 11 2 m = 0.5kg / m , EI = 30GPa , I = 7 10 kgm , I c = 2.32kgm , mt = 0.3kg , l = 1.75m and l0 = 0.45m . Natural frequencies of the system are estimated using the finite element model. The first three natural frequencies are also identified by modal testing. They are summarized in Table 2. There are some discrepancies between the natural frequencies by analytical model and modal testing. It is believe that the unmodeled dynamics of uncertain inertia properties of the experimental model resulted in such discrepancies.
Table 2. Frequency analysis of experimental model

Bending Mode First mode Second mode Third mode

FEM model , Hz 0.64 3.55 9.86

Modal test of model, Hz 0.51 4.55 12.00

III.

Adaptive Controller Design

Rigid Body Controller In this section, an attitude controller using the adaptive control algorithm for the flexible spacecraft model is addressed. The PID controller is designed as a baseline controller for flexible spacecraft attitude control. However, the performance of the PID controller degrades when the external persistent disturbance exists. In the following section, the vibration controller is designed to consider the external disturbance. The adaptive controller shows a good performance with respect to disturbance. Figure 4 also shows overall architecture of the adaptive control system. The reaction wheel module actuated by a DC motor is modeled as a following second-order system.

5 American Institute of Aeronautics and Astronautics

Reaction Wheel Assembly

&& & JLr + RJ r + K t K er = K t K a

(5)

Controller
& = r + K br + v = K P qe + K D qe + K I qe d + K br + v
0

(6)

where the r is the PID controller output of the rigid body, the Kb is the back EMF feedback gain, the r is the reaction wheel velocity and the v is the vibration controller output. The resultant torque output by the reaction & wheel module is J r (= ut ) . The stability of the rigid body controller can be analyzed using the classical approach, the root locus and the Bode diagram. The gain and phase margins are designed as a value larger than 10dB in gain margin and a value larger than 45deg in phase margin, respectively. For the above criteria, the controller gains are selected as K P = 45 , K I = 0.5 , K D = 20 . The back EMF gain is designed as K b = 0.15 . The reaction wheel constants are shown in Table 3.
Table 3. Reaction wheel constants and values Constants Values

Armature Inductance, L Armature Resistance, R Armature Inertia Torque Constant, Kt Back EMF Constant, K e Amp. Gain, K d Reaction Wheel Inertia, J

2.7[mH] 1.0[Ohm]
1.6 104 [kgm 2 ]

0.1[Nm/A] 0.1[V/rad/sec] 7.5[V/V]

4.8 103 [kgm 2 ]

d
qc q &c +
qe q &e

PID Controller K(s)

r
+ +

Reaction Wheel Model

H(s) ut

Flexible Spacecraft Model

Kb

& qr

Vibration Controller

q r q &r

Figure 4. Attitude controller structure

6 American Institute of Aeronautics and Astronautics

Vibration Controller

The vibration controller block in Fig. 4 is explained in this section. Adaptive controller is designed to control the flexible spacecraft with persistence disturbance. For the vibration control of spacecraft, the least mean square (LMS) algorithm using adaptive notch filter is applied to the flexible spacecraft. The feedforward LMS algorithm generally needs a reference signal. The adaptive notch filter estimates the external disturbance signal frequency and the reference signal is generated by this estimated frequency. A block diagram of the adaptive vibration controller which will be considered in this section is shown in Fig. 5.

y(n)

& qr ( n )

N(z)
k
v (n )
Reaction Wheel Model Disturbance

H(z )

x(n)

W(z)

Flexible Spacecraft Model

LMS Algorithm

E(n) +

& qr ( n )

Figure 5. Block diagram of adaptive feedforward active vibration controller

1. Modified Cascade Type Adaptive Notch Filter The notch block N ( z ) in Fig. 5 is explained in this section. The multi-mode notch filter in the ARMA structure is required for matrix calculation. Hence, it is difficult to apply it to a real time system for multiple sinusoidal signals. To reduce the computational time, a cascade of the second-order notch filters is designed as shown in Fig. 6. When the number of the disturbance signal to be rejected is equal to p , each notch frequency is determined by the corresponding second-order notch filter in the cascade.

u ( n)
H1 ( z 1 )

y1 (n)

yk 1 (n)

H k ( z 1 )

yk ( n) y p 1 (n)

H p ( z 1 )

y p ( n)

Figure 6. Cascade of second-order notch sections

Rao and Kung8 proposed a second-order notch filter in the following form in z-domain

7 American Institute of Aeronautics and Astronautics

H k ( z 1 ) = =

(1 r1e j z 1 )(1 r1e j z 1 ) 1 2r1 cos z 1 + r12 z 2

(1 r1e j z 1 )(1 r1e j z 1 )

(7)

1 2 r1 cos z 1 + 2 r12 z 2

However, the filter architecture in Eq. (7) is not a most suitable form to apply the adaptive notch filter algorithm, so the following notch filter for adaptation has been proposed by Regalia10 :
H k ( z 1 ) = 1 + a (1 + b) z 1 + bz 2 1 + 0 (1 + 1 ) z 1 + 1 z 2 (8)

In order to match Eq. (7) with Eq. (8), it should be satisfied 0 (1 + 1 ) = a (1 + b) and 1 = 2 b . As a consequence, they can be reduced to the following condition, 0 = a (1 + b) /(1 + 2 b) . For implementation of the adaptive notch filter, the number of parameters to be adapted should be maintained minimum. If we assume is equal to unity, then the parameters 1 , 2 can be expressed in terms of a, b such that

1 = 2 b b 0 (1 + 1 ) = a (1 + b) a(1 + b)
hence, 0 = a holds true, and Eq. (8) can be rewritten as4 H k ( z 1 ) = 1 + a (1 + b) z 1 + bz 2 1 + a (1 + b) z 1 + bz 2

(9)

(10)

In general, better performance of the notch filter is ensured when zeros are located on a unit circle. Hence in Eq. (10), the parameter b is set equal to unity, and it can be simplified as a function of and a in the following manner; H k ( z 1 ) = N k ( z 1 ) = 1 + 2az 1 + z 2 1 + a (1 + ) z 1 + z 2 (11)

Dk ( z 1 )

In this study, lies between 0.9 and 0.99, and if it is close to 1 then the filter bandwidth becomes narrow.
& Tthe input signal to the notch filter is denoted as u (n) . In this research, the u (n) is the angular rate signal qr (n) . Then the output signal of each section can be expressed as

yk (n) = H k ( z 1 ) yk 1 (n) =

Dk ( z 1 )

N k ( z 1 )

yk 1 , k = 1,L , p, y0 (n) = u (n)

(12)

For the cascade type notch filter, Eq. (12) is replaced by yk (n) = xk (n) + xk (n 2) + 2ak xk (n 1) where xk (n) represents a signal passing through the denominator of the filter, i.e., (13)

xk (n) =

1 Dk ( z 1 )

yk 1 ( n), k = 1,L , p, y0 (n) = u ( n)

(14)

8 American Institute of Aeronautics and Astronautics

Now, in order to design the adaptation algorithm a cost function for optimization is proposed as follows: Ek (n) =

k =0

nk

yk 2 ( k )

(15)

The recursive least square (RLS) method19 as shown in Eqs. (16) to (18) is used to estimate the unknown parameter vector = [a1 L a p ]T . The time average correlation k (n) and the time average cross-correlation

k (n) is given by19

k (n) = k ( n 1) + xk ( n 1) 2

(16) (17)

k (n) = k (n 1) + xk (n 1) { xk (n) + xk (n 2)}

The estimated parameter of the k -th section is given by
ak (n) = k ( n) 1 k (n)

(18)

Since the notch poles are located within a unit circle, the parameter ak also lies in the range ak [1,1] . Consequently, the natural frequency of the flexible spacecraft can be estimated using the sampling time ( T ) as follows5:
k ( n ) = cos 1[ ak (n)] T

(19)

At steady state, the estimated frequency is chattering, so a smoothing filter is used to remove the chattering.
k (n) = k (n 1) + (1 )k (n)
) ) )

(20)

To improve the convergence, the time varying parameter is used. 11 A simple way to do this is to let the parameters grow exponentially according to
(n) = r (n 1) + (1 r ) (n) = r (n 1) + (1 r )
( n) = r (n 1) + (1 r )

(21) (22) (23)

where the r , r , r determines the rate of changes. The natural frequency is updated continuously according to Eq. (20). The parameter ak is essentially driven by sensor signal. The frequency convergence of the k -th section has nothing to do with the convergence of the frequency after the k -th section. Hence, the estimated frequencies are crossing. This is a drawback of the cascaded type notch filter. Figure 7 proposes a modified filter structure designed to overcome the weakness of the cascade form notch filter. The k -th section notch frequency is estimated by using the last section output in addition to the k -th section output. Hence, the estimated frequencies are not crossing, and do not converge to the same frequency. For the cost function of the updated cascaded notch filter, Eq. (13) is replaced by
yk (n) = xk (n) + xk ( n 2) + y p ( n 1) yk ( n 1) + 2ak ( n) xk ( n 1)

(24)

9 American Institute of Aeronautics and Astronautics

The time-average cross-correlation parameter k ( n) in Eq. (18) is replaced by

k ( n) = k (n 1) + xk (n 1) { xk ( n) + xk (n 2) + y p ( n 1) yk (n 1)}

(25)

The cost function Eq. (15) implies y p (n 1) yk (n 1) term in Eq. (24). The cost function increases at the crossing point of the notch frequencies because of the new term y p (n 1) yk (n 1) in Eq. (24). This term prevents crossing of each notch frequency.

u ( n)

H1 ( z 1 )

y1 (n)

yk 1 ( n)

H k ( z 1 )

yk (n) y p 1 ( n)

H p ( z 1 )

y p ( n)

Figure 7. Updated cascade of second-order notch sections

2. LMS Vibration Controller Using the Adaptive Notch Filter (ANF) The disturbance signal is generated by a vibration generator on the tip of the spacecraft flexible beam. The disturbance frequencies equal to the spacecraft first and second mode. The attitude control of flexible spacecraft is obtained by the vibration control. The least mean square algorithm is applied to many systems to attenuate the vibration. 21, 22 In this study, the vibration controller is the LMS using the adaptive notch filter (ANF) algorithm. The spacecraft mode frequencies are estimated using RLS algorithm in the modified cascade type adaptive notch filter. & & In Fig. 5, qr is the input signal of the cascade type adaptive notch filter. The qr is the rate signal of the flexible spacecraft and the estimated frequency is updated using this rate sensor signal. The rate sensor measures the rigid body signal as well as disturbance. Using this estimated frequency, the reference signal is generated by
x ( n) =

k =1

sin(2

(n i))
k j =0

(26)

where k is the estimated frequency. The error signal is the pure disturbance signal like

& E (n) = qr ( n) yk (n)

(27)

& where qr (n) is the rate sensor signal and yk ( n) is the filtered rate sensor signal of the last notch section output. Then the controller update rule is
w (n + 1) = w (n) 2 E (n)x(n)

(28)

where is the convolution operation. At some time n , the vibration control signal v (n) is simply a weighted combination of past reference samples

10 American Institute of Aeronautics and Astronautics

 v ( n ) = w ( n) x( n)

(29)

where there are L stages in the filter, w is an ( L 1) vector of filter weight coefficients and x is an ( L 1) vector of reference signal. The designed controller stability is proved in the following. First, the adaptive notch filter algorithm converges by the recursive least square (RLS) property. The LMS algorithm converges in mean from w (0) to optimal weight
w o if and only if

0< <

max

(30)

where max is the largest eigenvalue of the input autocorrelation matrix. Because computation of max is very difficult when L is large, the Eq. (30) is replaced with
0< < 2 LPx

(31)

where Px E[x 2 (n)] .21

Simulation Results A simulation study has been conducted for the ground flexible spacecraft models attitude maneuver in pitch angle change of step reference. At initial state, the body angle and angular rate are zero. The numerical simulation for the spacecraft has been performed by using FEM model of Eq. (4). In the numerical investigation, 200Hz sensor sampling frequency and 50 Hz control update frequency are selected. Persistent external disturbances which are the first and second bending mode frequency are applied to the vibration generator on the flexible arm tip in Eq. (4). Figure 8 presents corresponding simulation results. The PID-type controller with the back EMF gain ( K P = 45 , K I = 0.5 , K D = 20 , K b = 0.15 ) is implemented in the closed-loop simulation. The attitude control begins at 12sec. At this time, the reference angle is 5deg. The performance of the PID-type controller degrades because the body angle error oscillates at steady state because the vibration control is not conducted. Figure 9 shows the simulation results with the rigid body controller and vibration controller. The rigid body controller of the flexible spacecraft is the PID controller with back EMF gain. The parameter and gains are equal to the previous case. The initial values of the estimted frequency in ANF are 0.5Hz with a large magnitude error, respectively. Instead of using the constant , and , the notch filter parameter is time varying. At initial time, they are set to 0 = 0.93 , 0 = 0.98 and 0 = 0.98 , respectively. At 12sec, the parameters are exponentially changed to = 0.98 , = 0.99 and = 1.0 , respectively. The result of natural frequency estimation is shown in Fig. 10. Significant initially estimation error is quickly handled by the adaptation law. The attitude control begins at 12sec. Much improved responses resulted with the help of adaptive vibration controller compared to those of Fig. 8. For the vibration control, the LMS using ANF is applied to the system. The controller filter length of w is 200. The convergence coefficient in Eq. (28) is set to 0.3. The reference signal is generated using the estimated notch frequency in Fig. 10 as shown in Eq. (26). The attitude and vibration control begin at 12sec. In Fig. 9, the steady state error decreased more than that of Fig. 8. In Fig. 11, the decreased amplitude in stead state of the adaptive attitude controller is about 14dB. This is the main advantage of the adaptive vibration control in eliminating sinusoidal disturbance. In this simulation, the adaptive notch filter considers the first and second mode frequencies.

11 American Institute of Aeronautics and Astronautics

(a) 6 Body angle(deg) 4 2 0 -2 10 Angle rate(deg/s) 5 0 -5 3 Input volt(V) 2 1 0 -1 0 10 20 30 (d) 40 50 60 0 10 20 30 (b) 40 50 Ref. Angle 60

10

20

30 (c)

40

50

60

Angle error(deg)

0.1 0.05 0 -0.05 -0.1 25 30 35 40 45 Time(sec) 50 55 60

Figure 8. Simulation responses using PID attitude controller: a) body angle, b) angle rate, c) wheel input volt, d) angle error

12 American Institute of Aeronautics and Astronautics

(a) 6 Body angle(deg) 4 2 0 -2 10 Angle rate(deg/s) 5 0 -5 5 Input volt(V) 0 10 20 30 (b) 40 50 60 Ref. Angle

10

20

30 (c)

40

50

60

-5 0.1 0.05 0 -0.05 -0.1

10

20

30 (d)

40

50

60

Angle error(deg)

25

30

35

40 45 Time(sec)

50

55

60

Figure 9. Simulation responses using adaptive attitude and vibration controller: a) body angle, b) angle rate, c) wheel input volt, d) angle error

13 American Institute of Aeronautics and Astronautics

4 3.5 3 2.5 2 1.5 1 0.5 0

Frequency(Hz)

1st Mode Frequency 2nd Mode Frequency Est. 1st Frequency Est. 2nd Frequency

10

20

30 Time(sec)

40

50

60

Figure 10. Estimated frequency response

Vib. uncontrol Vib. control 0.1

0.05 A n gle e rror(d eg )

-0.05

-0.1

20

25

30

35

40 Time(sec)

45

50

55

60

Figure 11. Adaptive attitude control result

14 American Institute of Aeronautics and Astronautics

IV.

Ground Testbed Experiment

In this section, the adaptive attitude control algorithm is applied to actual experimental demonstration. The overall functional block diagram for the experimental set up is presented in Fig. 12. The angular rate of the whole structure is measured by an angular rate sensor (Gyrochip-II, BEI) through A/D converter at 200Hz sampling rate. The angle information is measured by an angle sensor (JC30S, Copal). The Kalman filter is used to integrate the angle and angular rate information. The central processing unit is Pentium-III 866MHz processor which updates the control signal with the digital filter. The disturbance generator is actuated by a DC servo motor (118752, Maxon). The input signal to the vibration generator is generated by a function generator or S/W programmed command, while the signal is amplified by a power amplifier (BOP 72-3M, KEPCO). The reaction wheel module is used to generate the feedback control torque required for attitude control. The reaction wheel command is issued at 50Hz. The signal is amplified by a power amplifier (BOP 72-6M, KEPCO). The A/D and D/A boards (PCI-6036E, National Instrument) are 12-bit resolution in discretization.

Figure 12. Functional block diagram for the overall experimental set-up

At the initial state, the body angle and angular rate are zero. Experimental results of the PID-type controller with the back EMF gain are presented in Fig. 13. At the onset of the maneuver, the actual first and second mode frequencies are 0.51Hz and 4.55Hz. This first and second mode frequency signal is applied to the vibration generator on the flexible arm tip as a persistent external disturbance. This disturbance signal results in large attitude error until 10sec. The attitude control begins at 10sec. At this time, the reference angle is 3deg. The small reference angle is applied to the controller to avoid the actuator saturation. At steady state, the PID-type controller has a large angle error because the external disturbance is not canceled. Figure 14 shows the experimental results with adaptive attitude and vibration controller. The rigid body controller of the flexible space structure is the PID-type controller with the back EMF gain. For the vibration control, the LMS using ANF is applied to the system. Figure 15 displays the experimental results of the estimated mode frequencies. The initial notch frequencies are set to 0.2 Hz with more than 80% magnitude error, but it converges quickly to the true natural frequencies. The large parameter error is overcome efficiently in the experiment. Instead of using the constant , and , the notch filter parameter is time varying. At initial time, they are set to 0 = 0.93 , 0 = 0.98 and 0 = 0.8 , respectively. At 10sec, the parameters are exponentially changed to = 0.98 , = 0.99 and = 1.0 , respectively. These parameters, as mentioned already, are important determining the notch filter performance. As approaches unity, the notch action becomes dominant, thus accurate estimation of the notch filter parameter is so crucial. If the forgetting factor is so small, then the estimation performance is 15 American Institute of Aeronautics and Astronautics

(a) 4 Body angle(deg) 2 0 -2 6 Angle rate(deg/s) 4 2 0 -2 10 Input volt(V) 5 0 -5 0 10 20 30 (c) 40 50 60 Ref. Angle

10

20

30 (b)

40

50

60

10

20

30 (d)

40

50

60

Angle error(deg)

0.1 0.05 0 -0.05 -0.1 25 30 35 40 45 Time(sec) 50 55 60

Figure 13. Experimental results using PID attitude controller: a) body angle, b) angle rate, c) wheel input volt, d) angle error

16 American Institute of Aeronautics and Astronautics

(a) 4 Body angle(deg) 2 0 -2 6 Angle rate(deg/s) 4 2 0 -2 10 Input volt(V) 5 0 -5 0 10 20 30 (c) 40 50 60 Ref. Angle

10

20

30 (b)

40

50

60

10

20

30 (d)

40

50

60

0.1 Angle error(deg) 0.05 0 -0.05 -0.1 20 25 30 35 40 Time(sec) 45 50 55 60

Figure 14. Experimental results using adaptive attitude and vibration controller: a) body angle, b) angle rate, c) wheel input volt, d) angle error

17 American Institute of Aeronautics and Astronautics

5 4.5 4 3.5 Frequency(Hz) 3 2.5 2 1.5 1 0.5 0 1st Mode Frequency 2nd Mode Frequency Est. 1st Frequency Est. 2nd Frequency

10

20

30 Time(sec)

40

50

60

Figure 15. Experimental result of estimated frequency response

0.06 Vib. uncontrol Vib. control 0.04

Angle error(deg)

0.02

-0.02

-0.04

30

35

40

45 Time(sec)

50

55

60

Figure 16. Experimental result of adaptive attitude control

18 American Institute of Aeronautics and Astronautics

degraded. But if it is too large, the performance is also degraded for the case of time varying parameters estimation. In the experimental investigation, selection of the appropriate forgetting factor determines the resulting performance of the notch filter. In Fig. 14, the estimated mode frequencies branch into two distinct values as expected. In the LMS vibration controller, the controller filter length of w is 200. The convergence coefficient in Eq. (28) is set to 0.015. The reference signal is generated using the estimated notch frequency in Fig. 15 as shown in Eq. (26). The vibration control begins at 10sec. In Fig. 14, the steady state error decreased more than that of Fig. 13. In Fig. 16, the decreased amplitude in stead state of the adaptive attitude controller is about 12dB. This is the main advantage of the adaptive vibration control in eliminating sinusoidal disturbance.

V.

Conclusion

A flexible spacecraft ground model produced meaningful experimental results by combination of an on-line adaptive notch filter and adaptive vibration algorithm. A large initial error in the filter parameters is well accommodated by the adaptation algorithm. The cascaded adaptive filter was successfully used to estimate multiple natural frequencies of the flexible spacecraft. The vibration controller using LMS with ANF can accurately control the attitude of the flexible spacecraft at steady state. The simulation and experimental results illustrate the feasibility of the adaptive controller for the flexible spacecraft stabilization and vibration control. Therefore, this study with practical experimental results illustrates how the adaptive controller can be used for flexible spacecraft under external disturbance.

Acknowledgments
The present work was supported by National Research Lab.(NRL) Program(M1-0203-00-0006) by the Ministry of Science Technology, Korea. Authors fully appreciate the financial support.

References
Preumont, A., Vibration Control of Active Structures, 2nd ed., Kluwer Academic Publishers, 2002, Chapter 1. 2 Lim, T. W., Bosse, A., and Fisher, S., Adaptive Filters for Real-Time System Identification and Control, AIAA Journal of Guidance, Control, and Dynamics, Vol. 20, January 1997, pp. 61-66. 3 Joshi, S. M., Control of Large Flexible Space Structures, Springer-Verlag, 1989. 4 Albassam, B. A., Optimal Near-Minimum-Time Control Design for Flexible Structures, AIAA Journal of Guidance, Control, and Dynamics, Vol. 25, July 2002, pp. 618-625. 5 Choi , H.D., and Bang , H.C., An Adaptive Control Approach to the Attitude Control of a Flexible Rocket, Control Engineering Practice, August, 2000, pp.1003-1010. 6 Gaylor, R., Schaeperkoetter, R. L. and Cunningham, D.C., An Adaptive Tracking Filter for Bending-Mode Stabilization, AIAA Journal of Spacecraft and Rockets, Vol. 4, No. 5, May 1967, pp. 573-577. 7 Wie, B., and Byun, K.-W., New Generalized Structural Filtering Concept of Active Vibration Control Synthesis, AIAA Journal of Guidance, Control, and Dynamics, Vol. 12, No. 2, 1989, pp. 147-154. 8 Rao, D.V., and Kung, S.Y., Adaptive Notch Filtering for the Retrieval of Sinusoids in Noise, IEEE Trans. On Acoustic, Speech, Signal Processing, Vol. 32, August, 1984, pp. 791-802. 9 T-Romano, J.M., and Bellanger, M, Fast Least Square Adaptive Notch Filtering, IEEE Trans. on Acoustic Speech, Signal Processing, Vol. 36, Sept., 1988, pp. 1536-1540. 10 Regalia, P.A., An Improved Lattice-Based Adaptive IIR Notch Filter, IEEE Trans. on Acoustic Speech, Signal Processing, Vol. 39, Sept., 1991, pp. 2124-2128. 11 Nehorai, A. A Minimal Parameter Adaptive Notch Filter With Constrained Poles and zeros, IEEE Trans. on ASSP, Vol. ASSP-33, No. 4, 1985, pp. 983-996. 12 Fanson, J. L., and Caughey, T. K., Positive Position Feedback Control for Large Space Structures, AIAA Journal, Vol. 28, April 1990, pp. 717-724. 13 Elliott, S. J., Stothers, I. M., and Nelson, P. A., A multiple error LMS algorithm and its application to the active control of sound and vibration, IEEE Trans. of ASSP, Vol. 35, 1987, pp. 1423-1434. 14 Eriksson, L. J., Allie, M. C., and Greiner, R. A., The selection and application of IIR adaptive filters for use in active sound attenuation, IEEE Trans. of ASSP, Vol. 35, 1987, pp. 433-437.
1

19 American Institute of Aeronautics and Astronautics

15 Baumann, W. T., and Robertshaw, H. H., Active structural acoustic control of broadband disturbances, Journal of the Acoustical Society of America, Vol. 88, 1992, pp. 3302-3208. 16 Widrow, B., and Stearns, S. D., Adaptive Signal Processing, Prentice-Hall, NJ, 1985. 17 Meirovitch, L., Analytical Methods in Vibrations, Macmillan Company, New York, 1967, pp. 126-143. 18 Kwon , Y., and Bang H.C., The Finite Element Method using MATLAB, CRC Press, 2000. 19 Wie, B., Space Vehicle Dynamics and Control, AIAA Education Series, AIAA, 1998. 20 Haykin, S., Adaptive Filter Theory, 4th ed., Prentice-Hall, NJ, 2002, Chapter 9. 21 Kuo, S. M., and Morgan, D. R., Active Noise Control Systems, John Wiley & Sons, NY, 1996. 22 Hansen, C. H., and Snyder, S. D., Active Control of Noise and Vibration, E & FN Spon, London, 1997.

20 American Institute of Aeronautics and Astronautics