Comprehensive System Identification of Ducted Fan UAVs - Cal Poly

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This response shows that the error function has a maximum phase lag of 32degrees at approximately 14 rad/sec. However, the maximum error is an importantparameter because it is directly related to the ratio of linear and nonlinear rise times ( t ˆR) 5 .This lag cannot be characterized with a pure time delay, as shown by the NAVFIT result.However, the magnitude response of the error is almost entirely at zero, indicating thatthe inclusion of the rate limit in the model accurately models the magnitude as was seenpreviously in Figure 3.31. The loss of phase fidelity starting at around 12 rad/sec is arelatively high frequency for control system design and shows that the linear model withthe rate limiter would be fairly accurate for simulation purposes.- 84 -
Results from STI utilizing the exact describing function yielded Figure 3.34. Thefrequency is normalized by the actuator bandwidth ( ωn) to represent the ratio ˆnω . Thisgenerates the family of curves relating the difference in phase to the ratio of linear risetime to nonlinear rise time ( tˆRtRL= ).tRNLFigure 3.34 – Rise Time Ratio Phase Lag RelationshipFor the maximum phase error of 32 degrees seen in Figure 3.33, Figure 3.34predicts a rise time ratio of t ˆR= 0.17 at a normalized frequency of ˆnω = 0.6. Looking atthe step response of the linear NAVFIT results without rate limiting, we see the rise timeto betR= 0.08 sec, as shown in Figure 3.35.L- 85 -
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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
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 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: Performing the frequency response a
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
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 -
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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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