Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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2.2.2 Bench Test TechniquesBench testing was used in cases where components were to be tested withoutactually installing them on the vehicle or testing them while in flight. This method wasprimarily applied to the testing of the servo actuators. The search for and classification ofactuators meeting the requirements of the vehicles made it impractical to install thenumerous actuators on the vehicle for testing. In this case, the actuators were tested whilehooked up to specific measuring equipment. Frequency domain analysis with CIFER wasapplied to determine the dynamic characteristics of the components.2.3 Manufacturer SpecificationsThe use of commercial off the shelf (COTS) devices and components for thebuildup of inertial measuring units (IMU) on the vehicles provides for manufacturerspecifications and ratings of component performance. This is important when directaccess of the components and hardware in the loop (HIL) bench testing is not available.The identification of the rate gyros, accelerometers, magnetometers, GPS receiver, andactuators all benefited from the provision of manufacturer identified errors andperformance specifications. In general, these specifications are slightly optimistic andreflect the specific measuring procedure applied by the manufacturer. Averages areusually presented by manufacturers while component-specific results are required insome modeling cases. Due to time constraints and availability of hardware for testing,- 14 -
manufacturer specifications are modeled and applied for the majority of telemetry andmeasuring equipment aboard the vehicles.2.4 Wind Tunnel TestsWind tunnel and other empirical data measured from the vehicles themselves playan important role as well. As previously mentioned, these ducted fan RUAVs exhibitunique corrective pitching moment characteristics due to large M u and L v derivatives.Wind tunnel studies help to better characterize this. The need to accurately characterizethe behavior of the ducted fan in translational velocities has put emphasis on accuratewind tunnel modeling. This type of physics-based modeling is used to draw someconclusions regarding the nature of the strong pitching and rolling moment created whenthe vehicle is in forward flight or in a cross-wind. It is also used to compare and correlatethe CIFER identified dynamics. In the case of the Solotrek vehicle, a wind tunnel was notactually used. Similar techniques and methodology was applied to the vehicle although itwas suspended on top of a moving pickup truck. Regardless, wind tunnel tests and datawere used to validate and compare trends for most of the vehicles studied.- 15 -
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 and 22: GPSRate GyrosAccelerometersIMUInner
Page 23 and 24: CHAPTER 2 - METHODS AND TECHNIQUES2
Page 25: 2.2.1 Flight Test TechniquesThere a
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
Page 73 and 74: Table 3.17 - Actuator Calibration F
Page 75 and 76: 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 -
Page 143 and 144:
94091 - 5V- 131 -
Page 145 and 146:
CS-10BB - 5V- 133 -
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Appendix CActuator Generated Transf
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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 -
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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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