Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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Table 3.11 – MAV Wind Tunnel Identified Derivatives and Flight Test ResultsI-Star VehicleDerivative29”9”Wind TunnelFlight TestXu- 0.476 - 0.344 -0.1090Yv- 0.476(Fixed to X u )- 0.344(Fixed to X u )-0.1090(Fixed to X u )Zw- 0.349 - 0.212 n/aLv- 0.046(Fixed to –Mu)0.004(Fixed to –Mu)-0.5014(Fixed to –Mu)Lp0 0 0Mu0.046 0.003 0.5014Mq0 0 0Mpn/a n/a 0Lqn/a n/a 0Nw- 0.056 - 0.006 n/aNr0 n/a n/aXlon- 0.190 - 0.157 -0.2841Ylat0.156 0.123 n/aZcol- 0.012 - 0.264/100 n/aLlat- 0.218 - 0.418 n/aMlon- 0.387 - 0.548 -0.2343Nped0.669 0.555 n/aNcol-0.005 - 0.057/100 n/a- 44 -
Table 3.11 shows that all of the dimensional derivatives for the 29” vehicle arelarger than the 9” values. This is to be expected because the larger vehicle shouldexperience larger forces and moments to go with its increased mass and inertias. It alsoshows that the flight test and wind tunnel results are all of the same sign and fairly close.The only exception is that of the difficult derivative M u . Wind tunnel testing revealed amuch smaller value for this critical derivative (0.003) than the flight test (0.5014).- 45 -
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Comprehensive System Identification
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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 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: Techsburg) the pitching moment resp
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
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
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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 -
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HS512MG - 5V- 127 -
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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 -
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HS512MG - 100% - 5V- 141 -
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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
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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