Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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Table 4.1 – Linmod, Wind Tunnel, and Flight Test Results for i-Star 9”I-Star VehicleDerivativeLINMODWind Tunnel9”Flight TestXu-0.4003 - 0.344 -0.1090Yv-0.4003- 0.344(Fixed to X u )-0.1090(Fixed to X u )Zw-0.1737 - 0.212 n/aLv-0.23730.004(Fixed to –Mu)-0.5014(Fixed to –Mu)Lp0 0 0Mu0.2373 0.003 0.5014Mq0 0 0Mp2.6261 n/a n/aLq-2.6261 n/a n/aNw-0.004 - 0.006 n/aNr0 n/a n/aXlon-0.1554 - 0.157 -0.2841Ylat0.1233 0.123 n/aZcol-0.0027 - 0.00264 n/aLlat-0.412 - 0.418 n/aMlon-0.8361 - 0.548 -0.2343Nped1.1416 0.555 n/aNcol0.0004 - 0.00057 n/a- 114 -
It can be seen right away that the results from linmod agree very well with thewind tunnel results. This is to be expected because the simulation is based on a tablelookup scheme directly based on tables from the wind tunnel data. This shows thatlinmod is working and the vehicle is trimmed in a hover state.Returning now to the simulated sweeps, we can overlay the frequency responsefor the simulated sweep with the results <strong>of</strong> linmod. This is done in Figure 4.7.Figure 4.7 – LINMOD and Simulated Sweep Roll Frequency ResponseFigure 4.7 illustrates how the simulated sweep breaks down due to the crosscouplingin pitch and roll. Once MISOSA is used in an attempt to remove the- 115 -
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Comprehensive System Identification
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APROVAL PAGETITLE:AUTHOR:Comprehens
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ACKNOWLEDGMENTSThe author would lik
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3.4.4 Magnetometer Identification..
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LIST OF FIGURESFigure 1.1 - Land Wa
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Figure 3.48 - Magnetometer Depictio
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CHAPTER 1 - INTRODUCTION AND MOTIVA
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The vehicles examined within the sc
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tunnel testing to study the charact
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Figure 1.8 - Helicopter Body Axes S
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GPSRate GyrosAccelerometersIMUInner
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CHAPTER 2 - METHODS AND TECHNIQUES2
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2.2.1 Flight Test TechniquesThere a
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manufacturer specifications are mod
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3.2 Bare-Airframe IDThe bare-airfra
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Table 3.2 - OAV Frequency Range of
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⎧ p⎫⎪ ⎪y = ⎨q⎬⎪ r ⎪
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Table 3.4 - OAV DERIVID Identified
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The identified state-space model yi
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Better sensors, at higher sampling
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Figure 3.3 - Yaw response frequency
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Figure 3.4 shows that even though t
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It can be seen that the Aerovironme
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3.2.2 Allied Aerospace MAVFlight te
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30MAGNITUDE(DB)-10-50250PHASE(DEG)5
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A 0th/2nd order transfer function i
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Figure 3.12 shows the same for the
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Techsburg) the pitching moment resp
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Table 3.11 shows that all of the di
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Figure 3.14 shows how increasing th
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the duct, the effects of the man ne
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ft-lbMu PLATFORM= 5.11ftsecThis dim
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apparent that the size of the duct
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adequate way to characterize the di
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actuators varied in size, weight, c
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It is noticeable from the figure th
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Table 3.17 - Actuator Calibration F
Page 75 and 76: Figure 2.1 shows an example frequen
Page 77 and 78: The test matrix is provided as Tabl
Page 79 and 80: frequency response curves shown in
Page 81 and 82: Table 3.22 shows that for the first
Page 83 and 84: The time delays all seemed to be ar
Page 85 and 86: 400035003000250020001500y = -13429x
Page 87 and 88: higher data rates, and tighter tole
Page 89 and 90: esponse and the response obtained f
Page 91 and 92: The time histories show that the ou
Page 93 and 94: Figure 3.31 - Magnitude Comparison
Page 95 and 96: Performing the frequency response a
Page 97 and 98: Results from STI utilizing the exac
Page 99 and 100: The fact that the rate saturated du
Page 101 and 102: Table 3.23 for the maximum rates an
Page 103 and 104: Verification of the identified mode
Page 105 and 106: from testing (3.22), it was found t
Page 107 and 108: 3.4.1 Accelerometer IdentificationM
Page 109 and 110: Figure 3.43 shows that gyros were m
Page 111 and 112: 5 meter circle centered about the t
Page 113 and 114: Figure 3.46 shows the modeled fluct
Page 115 and 116: Figure 3.49 - Pressure Altimeter Mo
Page 117 and 118: Figure 4.1 - Simulink MAV ModelFigu
Page 119 and 120: Figure 4.3 - Simulink Sweep Generat
Page 121 and 122: cause a pitching moment to be exert
Page 123 and 124: Figure 4.6 - Cross Control Decoupli
Page 125: ⎡ Lp Lq Lr Lu Lv Lw0 0 0⎤⎢MpM
Page 129 and 130: Figure 4.8 shows that the coherence
Page 131 and 132: CHAPTER 5 - CONCLUSIONSThe need for
Page 133 and 134: 6. Mettler, B., Tischler, M. B., an
Page 135 and 136: Appendix AOAV Proposal VehicleIdent
Page 137 and 138: DS8417 - 5V- 125 -
Page 139 and 140: HS512MG - 5V- 127 -
Page 141 and 142: DS368 - 5V- 129 -
Page 143 and 144: 94091 - 5V- 131 -
Page 145 and 146: CS-10BB - 5V- 133 -
Page 147 and 148: Appendix CActuator Generated Transf
Page 149 and 150: DS8417 - 100% - 5V- 137 -
Page 151 and 152: DS8417 - 100% - 6V- 139 -
Page 153 and 154: HS512MG - 100% - 5V- 141 -
Page 155 and 156: HS512MG - 100% - 6V- 143 -
Page 157 and 158: DS368 - 100% - 5V- 145 -
Page 159 and 160: DS368 - 100% - 6V- 147 -
Page 161 and 162: 94091 - 80% - 5V- 149 -
Page 163 and 164: 94091 - 80% - 6V- 151 -
Page 165 and 166: CS-10BB - 100% - 5V- 153 -
Page 167 and 168: CS-10BB - 100% - 6V- 155 -
Page 169 and 170: Appendix DActuator Time Domain Veri
Page 171 and 172: 94091 5V94091 6V- 159 -
Page 173 and 174: DS368 5VDS368 6V- 161 -
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Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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