Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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focus of this research. Various vehicles will be looked at in order to build up this competepicture of the operation of these ring wing UAVs.- 10 -
CHAPTER 2 – METHODS AND TECHNIQUES2.1 Identification MethodsA combination of the characteristics of these small RUAVs makes systemidentification an important and integral part of the design cycle. The need for a highperforming and robust control system is paramount to vehicle survivability and missionperformance. The design of the flight control system requires an accurate model across avariety of operating conditions and input frequencies.As previous work shows 2 , the use of Froude scaling the natural frequencies ofvehicles reveals the natural frequency would increase by the square root of a scale factormeasured in length. For example, making the vehicle 4 times smaller would increase thenatural frequency by 2. So, as vehicles become smaller, they require a higher bandwidthcontrol system. The need to operate at higher frequencies and in more of the availableflight envelope requires accurate models across large ranges of input frequencies. The useof frequency domain techniques lends itself very nicely to accomplishing this modelingchallenge.The NASA/Ames Research Center tool CIFER ® (Comprehensive Identificationfrom Frequency Responses) is primarily used to identify low order equivalent systemsand parametric state-space models required across broad frequency ranges. This tool isused extensively for the modeling of system dynamics in this effort.The reliance on small scale, low performance components and sensors makescharacterizing the errors and inconsistencies of components important. Without exclusive- 11 -
Page 1 and 2: Comprehensive System Identification
Page 3 and 4: APROVAL PAGETITLE:AUTHOR:Comprehens
Page 5 and 6: ACKNOWLEDGMENTSThe author would lik
Page 7 and 8: 3.4.4 Magnetometer Identification..
Page 9 and 10: LIST OF FIGURESFigure 1.1 - Land Wa
Page 11 and 12: Figure 3.48 - Magnetometer Depictio
Page 13 and 14: CHAPTER 1 - INTRODUCTION AND MOTIVA
Page 15 and 16: The vehicles examined within the sc
Page 17 and 18: tunnel testing to study the charact
Page 19 and 20: Figure 1.8 - Helicopter Body Axes S
Page 21: GPSRate GyrosAccelerometersIMUInner
Page 25 and 26: 2.2.1 Flight Test TechniquesThere a
Page 27 and 28: manufacturer specifications are mod
Page 29 and 30: 3.2 Bare-Airframe IDThe bare-airfra
Page 31 and 32: Table 3.2 - OAV Frequency Range of
Page 33 and 34: ⎧ p⎫⎪ ⎪y = ⎨q⎬⎪ r ⎪
Page 35 and 36: Table 3.4 - OAV DERIVID Identified
Page 37 and 38: The identified state-space model yi
Page 39 and 40: Better sensors, at higher sampling
Page 41 and 42: Figure 3.3 - Yaw response frequency
Page 43 and 44: Figure 3.4 shows that even though t
Page 45 and 46: It can be seen that the Aerovironme
Page 47 and 48: 3.2.2 Allied Aerospace MAVFlight te
Page 49 and 50: 30MAGNITUDE(DB)-10-50250PHASE(DEG)5
Page 51 and 52: A 0th/2nd order transfer function i
Page 53 and 54: Figure 3.12 shows the same for the
Page 55 and 56: Techsburg) the pitching moment resp
Page 57 and 58: Table 3.11 shows that all of the di
Page 59 and 60: Figure 3.14 shows how increasing th
Page 61 and 62: the duct, the effects of the man ne
Page 63 and 64: ft-lbMu PLATFORM= 5.11ftsecThis dim
Page 65 and 66: apparent that the size of the duct
Page 67 and 68: adequate way to characterize the di
Page 69 and 70: actuators varied in size, weight, c
Page 71 and 72: It is noticeable from the figure th
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Table 3.17 - Actuator Calibration F
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Figure 2.1 shows an example frequen
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The test matrix is provided as Tabl
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frequency response curves shown in
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Table 3.22 shows that for the first
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The time delays all seemed to be ar
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400035003000250020001500y = -13429x
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higher data rates, and tighter tole
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esponse and the response obtained f
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The time histories show that the ou
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Figure 3.31 - Magnitude Comparison
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Performing the frequency response a
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Results from STI utilizing the exac
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The fact that the rate saturated du
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Table 3.23 for the maximum rates an
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Verification of the identified mode
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from testing (3.22), it was found t
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3.4.1 Accelerometer IdentificationM
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Figure 3.43 shows that gyros were m
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5 meter circle centered about the t
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Figure 3.46 shows the modeled fluct
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Figure 3.49 - Pressure Altimeter Mo
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Figure 4.1 - Simulink MAV ModelFigu
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Figure 4.3 - Simulink Sweep Generat
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cause a pitching moment to be exert
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Figure 4.6 - Cross Control Decoupli
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⎡ Lp Lq Lr Lu Lv Lw0 0 0⎤⎢MpM
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It can be seen right away that the
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Figure 4.8 shows that the coherence
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CHAPTER 5 - CONCLUSIONSThe need for
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6. Mettler, B., Tischler, M. B., an
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Appendix AOAV Proposal VehicleIdent
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DS8417 - 5V- 125 -
Page 139 and 140:
HS512MG - 5V- 127 -
Page 141 and 142:
DS368 - 5V- 129 -
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94091 - 5V- 131 -
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CS-10BB - 5V- 133 -
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Appendix CActuator Generated Transf
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DS8417 - 100% - 5V- 137 -
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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 -
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CS-10BB - 100% - 5V- 153 -
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CS-10BB - 100% - 6V- 155 -
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Appendix DActuator Time Domain Veri
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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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