Defence Science Journal, Vol. 71, No. 2, March 2021, pp. 265-270, DOI : 10.14429/dsj.71.

15165
© 2021, DESIDOC

2-Loop Nonlinear Dynamic Inversion Fuel Flow Controller Design for

Air-to-Air Ducted Ramjet Rocket
Srikant Srivastava#,*, P.N. Dwivedi#, and D.M. Vinod Kumar@
#
DRDO-Defence Research and Development Laboratory, Hyderabad - 500 058, India
@
National Institute of Technology, Warangal - 506 004, India
*
E-mail: [email protected]

ABSTRACT
Fuel Flow controller based ramjet propulsion system have a flexibility to change rocket velocity depending on
guidance requirement by controlling the fuel flow rate as a function of atmospheric conditions like altitude, Mach
no. and angle of attack. In this paper, Design objectives & requirements of fuel flow controller have been brought
out from guidance loop for air-to-air target engagement. 2-loop non-linear dynamic inversion (DI) based controller
design has been proposed to track the commanded thrust and to meet the time constant requirement as a function
of altitude, Mach no. and angle of attack. The outer thrust loop is to control commanded thrust and to generate the
demand for gas generator pressure loop and inner pressure loop is to meet outer loop demand by controlling throttle
valve area. The engine state space plant model has been adapted with improvement of existing model. Throttle
valve actuator specifications requirement are also brought out.
Keywords: Ducted ramjet; PN guidance; 2-Loop fuel flow controller; Gas generator; Throttle valve

Nomenclature generate 1- The desire thrust to meet guidance requirement,

VM Rocket velocity, m/sec 2- Mach number control at every altitude, 3- To meet time
Tap Autopilot time constant, sec constant requirement of guidance loop.
wap Bandwidth of Autopilot, rad/sec For control design, the first step is the modelling of
Tseeker Seeker data process lag, sec
plant. Many literatures1-3 are available, which discussed about
Testimator Estimator (EKF) lag, sec
Pg Gas generator pressure, N/m2
propulsion modelling of ducted rocket and about its components
Rg Specific gas constant, J/kg-K like gas generator, throttle valve and combustor chamber as
Tg Gas generator temperature, K shown in Fig. 1. These papers clearly brought out the relation
g Flight path angle, deg between throttle area, burning rate of gas generator propellant,
q Rocket orientation angle, deg gas generator pressure and fuel flow rate to combustion
ρa Air density, kg/m3 chamber. However, they have not talked about the controller
Va Sound velocity, m/sec of ramjet using throat area as control input.
CD Drag coefficient There are many literatures available which talked about
CL Induce drag coefficient
controller for ramjet ducted rocket in4-6. In all papers, PID
Atr Throttle valve area
Pc Demanded Combustion pressure
based single set of controller gain for fuel flow controller has
Ms Sensed Mach number been designed to meet objectives. However these gains are
Md demanded Mach number inadequate to provide the desired performance for wide range
of operation.
1. Introduction In7, author has proposed FFC design using variable
Ramjet engine are potential source of power supply throttle valve and using variable gas generator pressure through
especially for high speed supersonic long range air-to-air pneumatic pressure (pressure balance mode) with help of PID.
rocket. Performance of ramjet engine is highly depending on However, this needs extra hardware which lead to complexities
flight operating conditions like altitude, Mach no and angle of in small rocket design.
attack. To achieve demanded thrust as a function of operating
flight conditions, effective fuel flow control is required. The
function of fuel flow controller is to open the throttle valve
for variation of propellant from gas generator and burn in
combustor chamber in presence of air flow from intake to

Received : 30 September 2019, Revised : 17 November 2020

Accepted : 11 February 2021, Online published : 10 March 2021 Figure 1. Schematic diagram of ducted Rocket.

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 Def. SCI. J., Vol. 71, No. 2, march 2021

Further work has been done in9-11, where two loop based
thrust controller has been proposed (Outer loop as thrust control
loop and inner loop as pressure control loop). Mathematical
model of both loop have been obtained in space state equation.
In reference9, a new fusion feedback input from gas generator
pressure and combustion pressure is discussed to ensure
stability. In reference10,11, authors brought out PID controller
gain scheduling based on look-up table and they also shown
comparison with PI controller vs. adaptive controller and made
conclusion that both controller performance are satisfactory.
However, controller design of above all works have
carried out standalone mode and not accounted the following
aspect: 1- Design objectives of FFC, 2- Effect of angle attack
Figure 2. Schematic diagram of guidance loop.
at state space engine model and 3- FFC performance at various
altitude and Mach no to meet design objective, 4- Throttle So, velocity (Thrust) requirement and rate of change of
valve actuator requirement. velocity to be achieved in guidance loop for maintaining rocket
In this paper, authors have tried to solve above problem velocity. Therefore, Speed of response of fuel flow controller
by introducing the following works; ( T ffc ) is depended on guidance time constant (Tg) as a function
(i) Design objectives of FFC from guidance loop as a function of altitude and Mach no.
of operating condition, which gives
T ffc ( H ) = Tg ( H ) (1)
(a) Speed of response (Time constant) and steady state
error requirement To achieve speed of response of fuel flow controller as a
(b) Actuator specification function of altitude, actuator speed of response can be computed
(ii) Effect of angle of attack in engine dynamics modelling. based on the minimum time constant of FFC. Minimum time
(iii) Gains scheduling as function of operating conditions to constant requirement of controller would be needed at low
meet fuel flow controller design objectives. altitude engagement scenario. Fuel flow controller have 2-loop
PN based guidance has been considered for generating based structure for thrust generation. Based on loop separation
FFC requirement at different engagement scenario, which theory, 4 time separation need between thrust loops (Outer) to
is a robust guidance for aerial target application. Generally, pressure loop (Inner). However,
tactical rocket do manoeuvre while engaging target, that lead 4
Gas pressure loop bandwidth = (2)
to have high angle of attack which tend to give induced drag T ffc_min
and effect on the thrust requirement. So, existing engine where T ffc_min is fastest time constant needed at low altitude.
mathematical model has been improved for design. 2-loop non- Further actuator situated in inner loop of pressure loop
linear dynamic inversion based controller design is scheduled with faster plant dynamics. So 4-5 times separation is to be
for controller gain which is updated automatically based on ensured for actuator to maintain stability. So,
operating condition and maintain stability and performance.
16 − 20
Actuator bandwidth = (3)
2. Guidance loop requirement for FFC T ffc_min
Ramjet rocket has to engage aerial target from low Generally, Thrust loop (Guidance loop) BW vary from
altitude to high altitude. Based on target manoeuvre capability 1.0 Hz to 3.0 Hz , so gas pressure loop should be around 4 Hz
as a function of altitude & Mach no., PN based guidance can to 12 Hz. And actuator requirement of FFC should be 20 Hz
generate legitimate lateral acceleration demand in presence of to 45 Hz.
autopilot, seeker and estimator lag to intercept the target for
a given range-to-go as shown in Fig. 2. Where Rmin (H) is 3. Mathematical modelling of Ducted
minimum rage-to-go, VT (H ) and ηT (H ) are target speed and rocket
manoeuvre as a function of altitude12. PN guidance collision The ducted rocket mainly comprises of gas generator
course works optimally for constant velocity. Autopilot lag dynamics for gas flow, a combustion engine dynamics for thrust
depends on rocket normal force coefficient, altitude, Mach no generation and actuator dynamics for movement of throttle
and angle of attack. valve. So modelling of ramjet engine components as shown in
In general, configuration of rocket design is carried out to Fig. 3 are constituted. Combustion engine dynamics provide
satisfy guidance demand and autopilot time constant. During thrust based on fuel flow rate, static pressure and temperature.
engagement, rocket cruise velocity reduce due to angle of Basically, throttle valve open through the actuator based
attack (induce drag) build up to meet lateral accelerate demand. on the error generated by thrust control loop to release fuel
Reduction in velocity further increase the angle of attack. flow rate. Generation of fuel flow rate depends on dynamic
Increased angle of attack also deteriorate the performance condition of gas generator. The working principle of fuel flow
of thrust generation due to low capture of mass flow air into the rate control depends on following conditions
combustion process. It would further lead to reduce velocity. (i) When the throttle area reduces, it will increase the gas
Finally mission miss distance requirement gets affected. generator pressure and fuel flow rate of gas increase.

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 Srivastava, et al.: 2-loop Nonlinear DI FFC design for Air-to-Air Ducted Ramjet Rocket

regardless of the throttle area ratio.

P& =
Now, The Gas∆generator dynamics are:
g

Rg Tg  Pg 0 ∆Atr Atr 0 ∆Pg 

∆Pg = n −1
 ρ g Ag αPg 0 ∆Pg − −  (11)
Vg  Cg Cg 
RgTg  n −1 Pg 0 ∆Atr Atr 0 ∆Pg 
 r g Aga Pg 0 ∆Pg − P ∆A− AA ∆∆PP
Vg  ∆∆m Cgg0 trtr + Ctrtrg00 gg
m flow = (12)
&
 flow
Cg C Cgg
The longitudinal equation of rocket motion is defined by
Figure 3. Schematic diagram of ramjet engine. Newton’s law
(ii) Burning rate of solid propellant in gas generator is dV
m = T + LD + D + G (13)
proportional to the chamber pressure of gas generator. dt
(iii) So, Reduction of throttle valve area through actuator will
where m is mass of rocket, V velocity, L and D is the lift, G is
be generated more gas burning and produce more fuel
gravity force and drag force of rocket as function of Mach and
flow rate.
angle of attack as shown in Fig. 4. Gravity is small quantity so
The gas generator propellant is designed as a cigarette
it can be neglected.
burning with a constant area ( Ag ) is -
Equation can be written as;
m
&mgg == ρr ggAAggυ
ugg (4)
mV  = ∆T − n Ps (CD cos α − CL sin α )∆M
&
mVaa∆∆M
M (14)
where, ρ g = Pg / Rg Tg is the density of propellant and υ g = αPgn 2
is the burn rate of the propellant. n
The variation of gas generator volume will be
∆T − Ps
2
(Induce
C cosDrag
D a − Cand a )∆force
sinDrag
L M can be
υ g = Ag υ g (5) n n
L= Ps CL ∆M and D = Ps CD ∆M
In gas generator burning progress of the propellant vacant 2 2
free volume of gas generator and it will be filled with hot
Ps
gases. Then the gas start flowing from the gas generator to the For an isentropic fluid, Va = n
combustion area through the throttle valve. ρ
Now, the flow fuel rate of gas through the throttle valve Generated thrust by engine
is TT== ff((Ps
Ps,,Ts
Ts,,M
M , aα, m
& flow ) (15)
Pg Atr
mm
& flow =
 flow (6)
Cg where Ps and Ts are the static pressure and temperature.
Linearisation of a thrust equation can be written as
where, Cg is characteristic velocity of solid propellant. Then,
Incremental change in fuel flow rate is ∂T ∂T
∆T = .∆m g + .∆M (16)
PP ∆∆AA AA ∆∆PP ∂mg
 ∂M
∆m = gg00 trtr ++ trtr0 0 g g
flow =
& flow (7)
CCgg CCg g After solving above equation, the thrust model is:
where, Atr is a function of throttle valve opening area. Atr 0 ∂T Pro ∂T
∆M = A ∆Pg + P & ∆A +
The gas generator dynamics is given by, & tr 0 * ∂T ro * ∂T
∆M = Va mC * ∂m g ∆Pg + Va mC  ∆Atrtr +
* ∂mg
RT Va mC ∂m &g Va mC ∂m &g
Pg = g g (m g − m flow ) (8) 1  ∂T n 
1  ∂T − n Ps (CD cos a − CL sin a ) ∆M (17)
Vg mVa  ∂M − 2 Ps (CD cos α − CL sin α )∆M
Incremental relation can be obtained from the above mVa  ∂M 2 
relation ∆Atr factor contribution is not prominent in above
RT  P ∆A A ∆P  Eqn (17).
& == g g  ρ A αP n −1∆P − g 0 tr − tr 0 g
∆P  (9)
Vg 
gg g g g 0 g
Cg Cg 
RgTg  P ∆A A ∆P 
 r g Aga Pg 0Gas
n −1
− g 0 trpropellant
∆Pggenerator − tr 0 gis designed as cigarette burning,
Vg  Cg
so the characteristic C g of solid propellant C to be
velocity g
constant. And from above equation gas flow rate capacity can
be written as
n
m m_max  Atr _ max  n −1
=  (10)
m m_min  Atr_min 
From the above equation, conclusion can be drawn that
the gas flow capacity depends on the propellant characteristic Figure 4. Representation of ducted Rocket schematic diagram.

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 Def. SCI. J., Vol. 71, No. 2, march 2021

By solving above equation, the state space representation here, ∆ s must be invertible. Now this desired fast state is used
of engine in the form to design the desired fast state dynamics as:
xfdfd = ff ((xxfdfd, ,xxf ,f w, w
x& f ,fξ, fx)f ) (24)
X = AX + BU ,
T Now fast dynamics is inverted to obtain control input as:
where , X=  ∆Pg ∆M  and u =∆Atr
u = g f ( x ) −1 (x fd − f f ( x ) ) (25)
X = State variables, U = Control input
 RgRTgT  A   Figure 5, shows the loop architecture designed for fuel
  g g ρ gr Ag gAαgaPgPn0g−n10−1−− Atrtr00  00  flow controller of ducted ramjet system. It is having 2-loop
 VgV  CCgg  
A =A =  g    structure. The outer loop is called a thrust control loop and
&  
  AtrA0tr 0 ∂T∂T 11  ∂∂TT n
− Ps (C
CDD cos
cosaα−−CCL Lsin
  
))
sina α
it is having slow dynamics characteristic. Inner loop is

VVmCg mVaa  ∂∂M M 2 called pressure control loop and it is having fast dynamics
 a a mCg∂m ∂m
& mV

g g  
characteristic. Based on outer loop demand, slow loop dynamic
 RgRTggTgPrP0r 0  
  Vg 0 Cg   formulation can be computed the desired demand for fast loop.
B   Vg 0 Cg   To ensure it, fast loop dynamics formulation will generate
B = =  P
& g 0 ∂T 
P control requirement.
  g 0 ∂T  
VaVmC
a mC g∂m∂mg 
& The main task of the controller is to track the commanded
g g 
thrust and meet desire speed of response during cruise Phase
and acceleration Phase of rocket.
4. Two loop Fuel Flow control design
using non-linear Dynamic Inversion
Outer loop design
(DI)
The Outer control loop has the requirement from guidance
The basic concept behind time scale separation DI
loop to achieve the velocity and speed of response.
controller is to follow commanded input with desired fastness
The desired dynamics are:
and accuracy when original plant can be thought of as one
∆M
M& = w ( M − M ) (26)
fast dynamic and one slow dynamics. It can be achieved by gg outer d s

inverting the governing equations of the individual dynamics where, wouter = 1 / T ffc time constant of outer loop.
based on measured state and input command. So, from Eqn (17), the demanded gas generator pressure
let the nonlinear system is written as: can be computed as:
x = F ( x, u ) (18)
∆M & g − 1  ∂T − n P S (C + C )  ∆Mg
Using time scale separation fast state and slow state can g  s N D 
mVa  ∂M 2 
be separated as : Pgc = (27)
Atr 0 ∂T
xs = f s ( x) + g s ( x) x f (19) Va mC * ∆
∂m& gg

x f = f f ( x) + g f ( x)u (20) here T ffc = f (Vm , H , mass, Cnα , T f ) , Cnα and mass depends
on ducted rocket configuration and Vm and H (altitude) on
where x = [ xs , x f ] are slow and fast state variables. trajectory. T f is tuning factor depends on guidance phase.
Above equation clearly shows that for slow state dynamics,
fast state dynamics appears as input. Following equation can Inner loop design
be written from out of plant Gas generator pressure control loop receive the requirement
from outer loop. To meet, the desire dynamic condition can be
∂y ∂y written as:
Y = x s ⇒ fs + ∆s x f
g ∫ ∫ (gs )dt)dt
&Pgc == −2zζ wg PPgs ++wwg2 2 (P
P Pgs− −PgcPgc (28)
∂xs ∂xs gc g g gs
(21) where, ζ g and wg (≈ 3.5wouter ) is required damping ratio and
∂y
where, ∆ s = gs ( x) speed of response (natural frequency) of inner loop which is
∂xs
scheduled based on time scale separation between fast loop to
Now based on desired output and sensed output, the slow loop. Pgc and Pgs is commanded and sense gas generator
desired output dynamics can be designed as; pressure.
Y&dd = f (YYdd ,,Y ,,w
wss , xξ s ) (22)
where ws and ξ s are the desired natual frequency and damping
of outer loop or slowly varying output control loop. Based
on desired dynamics of slow states, desired input to faster
dynamics can be obtained from equation- 18 as;
 ∂y 
x fd = ∆ −s 1  Yd − fs  (23)
 ∂xs 
Figure 5. Representation of 2-loop Block diagram of FFC.

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 Srivastava, et al.: 2-loop Nonlinear DI FFC design for Air-to-Air Ducted Ramjet Rocket

So, from Eqn (11), the demanded throttle open area is:
R T A 
∆Pg −  g g (ρ g Ag αPgn0−1 )+ tr 0 
∆Atr =  Vg Cg 
Pg 0 (29)
Cg
Throttle area incremental opening ensures requirement of
fuel flow rate to fulfil the desired thrust.
It should be ensured that ducted rocket could work stable
and reliable with designed control system to ensure the time
domain performance like steady state (within ±2.0%) of all
flight operation condition.

5. simulation results analysis and

discussion Figure 6. Mach no performance.
In this section, 2-loop non-linear dynamic inversion based
fuel flow controller and engine plant modelling is carried out
in simulation environment in ideal condition (isotropic gas
assumption) with actuator, sensor and delay. The design of
controller need to be enough stable to cater the uncertainties
over ideal assumption.
Simulations have been carried out to show the performance
of DI based fuel flow controller for meeting the Mach no.
demand. Speed of response ( T ffc )has been computed based
on operating conditions. It is low value for lower altitude and
high value for higher altitude. All results like Mach no, gas
generator pressure, throttle area and time are normalised.
Figures 6, 7 and 8 shown the performance comparison of
2-loop fuel flow controller of Mach no, gas generated pressure
dynamics and throttle area.
It is clearly seen that speed of response of both cases Figure 7. Gas generator pressure.
achieved as per demand requirement and response shows the
design performance of non-linear dynamic inversion controller.
To achieve mach no demand, outer loop design relation
generate the demand of gas generator pressure Pgc for inner
loop. Inner loop design relation compute the rate of change of
Pgc =based ong Ptime ∫ (Pgsseparation
gs + wgscale − Pgc )dt between slow loop to fast
2
−2z gw
loop. To meet Pgc ,=dynamic + wg2 ∫ (Pof
−2z gwg Pgsinversion Pgc )dtloop dynamic
gs −inner
generate the demand of throttle valve area. The gas generator
pressure demand vs. feedback for both the cases is shown in
Fig. 7 and similarly throttle valve area demand vs. feedback is
shown in Fig. 8.
Authors also bring out the advantage of dynamic
inversion (DI) FFC controller gain which is scheduled based on
operating conditions against the fixed gain design for different
engagement. In general, fuel flow controller design objectives
is to have very less overshoot and steady state error. Fixed gain Figure 8. Throttle area and corresponding Fuel-rate.
could be ensured a better performance at designed condition
but it performance get deteriorate at other altitude condition. 6. conclusion
Figure 9 shows that performance comparison of scheduled This Paper brought out the fuel flow controller design
gain and fixed gain design of fuel flow controller. requirements of different engagement scenario based on PN
Fixed gain based controller shows the similar performance based guidance as a function of altitude and Mach no. To meet
at low altitude where it is made tuned but same gain performance design objectives, 2-loop non-linear dynamic inversion (DI)
at high altitude case is deteriorated and it bring requirement of based fuel flow controller have been designed and brought
high gas generator pressure which can lead to high combustion out actuator specification. Performance results shows that
pressure and performance of ramjet will deteriorate or become this design is ensuring time domain performance at different
unstable. altitudes for aerial target where the dynamic coupling between

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 Def. SCI. J., Vol. 71, No. 2, march 2021

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In the current study, he has performed exaustive litetature survey
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