Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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Three of CIFER’s subprograms were utilized to perform the identification.FRESPID (frequency response identification) was used to generate multiple responses atdifferent window lengths for each condition. COMPOSITE (multi-window averaging)was used to average the results of the FRESPID cases into one response. NAVFIT(transfer function fitting) was used to identify the 0th/2nd order transfer function of theactuator dynamics from the COMPOSITE results. These linear models are required forthe optimization of the control system using CONDUIT. A strong effect of the nonlinearcharacteristics on the responses was observed. Correlation to previous studies onnonlinear actuators is provided which explains some of the inaccuracies in the linearmodel.Following the test matrix yielded 5 actuators with 2 different voltages and 3different sweep magnitudes. These 30 cases were processed in CIFER and frequencyresponses were generated within FRESPID. A single sweep was used for each of theconditions. Five frequency responses were generated for each case based on window sizefor the FFT routine within CIFER. 5, 10, 15, 20, and 25 second windows were used.These responses were averaged into one response for each case using COMPOSITE. TheCOMPOSITE response is the response used for the transfer function fitting.The responses were analyzed for regions of best coherence in order to ensurefidelity of the responses to be used for linear model fitting within NAVFIT. Plots for eachof the FRESPID generated frequency responses for each case are presented at the end ofthis memo in Appendix B.Table 3.21 shows the responses used for identification and the frequency rangeswhere NAVFIT was used to fit a transfer function. The case names for each of the- 66 -
frequency response curves shown in Appendix C can be referenced to the case names inTable 3.21.Table 3.21 – Actuator NAVFIT Frequency Ranges for CIFER CasesCIFER NAME MODEL NUMBER VOLTAGENAVFIT FREQ RANGEAMPLITUDE(rad/sec) (rad/sec)(% max) MIN MAXDS8417_1 JR PROPO DS8417 5 100 1 35DS8417_2 JR PROPO DS8417 5 100 1 35DS8417_3 JR PROPO DS8417 5 50 1 45DS8417_4 JR PROPO DS8417 5 10 - -DS8417_5 JR PROPO DS8417 6 100 1 35DS8417_6 JR PROPO DS8417 6 50 1 35DS8417_7 JR PROPO DS8417 6 10 - -HS512MG1 HITEC HS-512MG 5 100 1 25HS512MG2 HITEC HS-512MG 5 50 1 35HS512MG3 HITEC HS-512MG 5 10HS512MG4 HITEC HS-512MG 6 100 1 35HS512MG5 HITEC HS-512MG 6 50 1 35HS512MG6 HITEC HS-512MG 6 10 - -DS368_1 JR PROPO DS368 5 100 1 25DS368_2 JR PROPO DS368 5 50 1 30DS368_3 JR PROPO DS368 5 10 - -DS368_4 JR PROPO DS368 6 100 1 25DS368_5 JR PROPO DS368 6 50 1 30DS368_6 JR PROPO DS368 6 10 - -94091_1 AIRTRONICS 94091 5 100 1 3594091_2 AIRTRONICS 94091 5 50 1 3594091_3 AIRTRONICS 94091 5 10 - -94091_4 AIRTRONICS 94091 6 100 1 3594091_5 AIRTRONICS 94091 6 50 1 3594091_6 AIRTRONICS 94091 6 10 - -CS10BB_1 CIRRUS CS-10BB 5 100 1 35CS10BB_2 CIRRUS CS-10BB 5 50 1 35CS10BB_3 CIRRUS CS-10BB 5 10 - -CS10BB_4 CIRRUS CS-10BB 6 100 1 35CS10BB_5 CIRRUS CS-10BB 6 50 1 35CS10BB_6 CIRRUS CS-10BB 6 10 - -It became apparent after generating responses for the 10% max deflection casesthat the signals were not adequate for system identification work. Although the coherencewas good, the responses did not resemble 0th/2nd order forms of 0-dB gain at low- 67 -
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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
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
Page 73 and 74: Table 3.17 - Actuator Calibration F
Page 75 and 76: Figure 2.1 shows an example frequen
Page 77: The test matrix is provided as Tabl
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 and 126: ⎡ Lp Lq Lr Lu Lv Lw0 0 0⎤⎢MpM
Page 127 and 128: 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 -
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DS368 - 100% - 5V- 145 -
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DS368 - 100% - 6V- 147 -
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94091 - 80% - 5V- 149 -
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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 -
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DS368 5VDS368 6V- 161 -
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Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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