DESIGN AND CFD ANALYSIS OF AN AMPHIBIOUS QUADCOPTER

1

DESIGN AND CFD ANALYSIS OF

AN AMPHIBIOUS QUADCOPTER

A PROJECT REPORT

Submitted by

NAJMA BINTH M KANNANTHODY (611311101014)

SRUTHI SADANANDAN (611311101019)

BEENA CHRISTOPHER (611311101702)

In partial fulfilment for the award of the degree

Of

BACHELOR OF ENGINEERING

In

AERONAUTICAL ENGINEERING

MAHENDRA ENGINEEERING COLLEGE, SALEM

ANNA UNIVERSITY: CHENNAI 600 025

APRIL 2015

2

ABSTRACT

The objective of the project is to design an Amphibious Quad copter

Flying Machine, with the intention of suitable operations in dangerous or hostile

environments such as forest, urban and aquatic areas and to perform CFD

Analysis on the Aerodynamic forces. The maximum weight that can be carried

is calculated and provided with the margin of safe operation. A micro controller

is used to avoid the difficulties of controllability which has inbuilt gyros for

auto stabilization and the gyros are tuned for stabled flight. The multi rotor is an

emerging Unmanned Air Vehicle (UAV) that may have limitless applications.

Evolving from a century old design, modern multi rotors are turning into small

and agile vehicles. A number of multi rotor configurations were reviewed for

this purpose and finally quad rotor configuration was selected. Our present

focus is on developing a suitable design configuration for an amphibious quad

copter with the help of CATIA and CFD tools. The design was initiated by the

approximate payload the quad copter should carry and weight of individual

components. Based on the approximate weight of the quad copter, the

appropriate motors and corresponding electronic components were selected. The

selection of materials for the structure was based on weight, forces acting on

them, mechanical properties and cost. Since this quad copter is amphibious we

specially designed an unconventional foam landing gear so that it could float,

take-off and land on water. If possible we were planning to incorporate First

person view (FPV) into the system to carry to surveillance with the help from

GPS tracking system and live/recorded imaging.

3

ACKNOWLEDGEMENT

A well-educated sound and motivated work force is the Bed rock of special

and economic progress of our nation. Our heartfelt thanks are due to following

personalities for helping us to bring this project in a successful manner.

We take immense pleasure in thanking and grateful acknowledgement to

our Chairman THIRUMIGU M.G.BHARATHKUMAR ,Mahendra

Educational Trust, Namakkal, for providing ample facilities in our college.

We extend our extreme gratitude to our beloved Principal

Dr.M.MADHESWARAN,M.E.,Ph.D,(IIT-BHU),MBA.,(Ph.D), for his

valuable suggestions and encouragement.

We have immense pleasure in expressing our sincere gratitude to our

respectful Head of the Department Mrs.C.DHAVAMANI,M.E.,(Ph.D),for her

meticulous guidance which was an inspiration to us.

We wish to express our deep sense of gratitude to our project

supervisor,Mrs.G.MOHANAPRIYA,B.E.,for her able guidance and useful

suggestions,which helped us in completing the project work in time.

Finally,we would to express our heartfelt thanks to our beloved parents

for their blessing, our friends for their help and wishes for successful

completion of this project.

4

TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

i ABSTACT i

ii LIST OF TABLES vi

iii LIST OF FIGURES vii

iv LIST OF SYMBOLS ix

1. INTRODUCTION 1

1.1 UAV 1

1.2 AMPHIBIOUS QUAD COPTER 3

1.3 CLASSIFICATION OF UAV 5

1.4 CLASSIFICATION BY TYPE OF WING 6

2. LITERATURE REVIEW 7

2.1 ANALYSIS OF MILITARY UAV 7

2.1.1 EXISTING VTOL AIRCRAFT 11

2.1.2 F-35B JOINT STRIKE FIGHTER 12

2.1.3 V-22OSPREY 13

2.2 WIRLESS CONTROL QUAD COPTER 15

2.3 CONTROL OF AN UNCONVENTIONAL 15

VTOL UAV

2.4 DESIGN OF AN AUTONOMOUS 16

QUADROTOR UAV

2.5 DESIGN OF A QUAD ROTOR CAPABLE 16

AUTONOMOUS FLIGHT

2.6 ANALYSIS OF LANDING GEAR 17

2.7 DESIGN AND STRUCTURAL ANALYSIS 17

OF LANDING GEAR

2.8 STYROFOAM PRODUCTION 18

DESCRIPTION

5

2.9 Al EXTRUSION 18

2.10 DESIGN AND DEVELOPMENT OF 18

AMPHOBIOUS QUAD COPTER

2.11 QUAD COPTER 19

2.12 WIRELESS CONTROL UAV 19

3. METHODOLOGY 20

3 BUDGET ESTIMATION 22

3.3 PRELIMINARY DESIGN 22

3.3.1 DESIGN CALCULATION 23

3.4 SELECTION OF COMPONENTS 23

3.4.1 PLATFORM 23

3.4.2 PROPULSION SYSTEM SECTION 24

3.4.3 MOTOR 24

3.4.3.1OUTRUNNERS 24

3.4.3.2INRUNNERS 25

3.4.3.1.1SPECIFICATIONS 25

3.4.4 ELECTRONIC SPEED CONTROLLER 26

3.4.1.1FEATURES 27

3.4.4.2SPECIFICATIONS 28

3.4.5 BATTERIES 28


3.4.6 CONTROL BOARD 29


3.4.7 PROPELLER 30

3.4.8 ACROLYTE SHEET 31

3.4.9 FOAM BOARD 32

3.5 CONTROL SYSTEM 32

3.5.1 SOME GENERAL MULTIROTOR TIPS 32

3.5.2 SAFETY 33

6

3.5.3 RECEIVER 33

3.5.4 MOTOR ESC 33

3.5.5 PREPARING THE TRANSMITTER 34

3.5.6 ARMING AND DISARMING THE 34

FLIGHT CONTROL

3.5.7 STEP BY STEP SETUP GUIDE 34

3.5.7.1CHECK IF THE THROTTLE STICKS 34

3.5.7.2CALIBRATING THE THROTTLE 35

RANGE IN ESC

3.5.7.3CHECKING THE DIRECTION OF THE 35

TRANSMITTER CHANNEL

3.5.7.4CHECKING THE GYRO 36

COMPENSATIONS

3.5.7.5 REVERSING THE G YRO 36

3.5.7.6 REVERSING THE POT DIRECTION 37

3.5.7.7FINAL ADJUSTMENTS 37

3.5.8 LIFTOFF PROCEDURE 37

3.5.9 FINDING THE CORRECT GAIN 38

3.5.10 EPA, D/R AND EXPO 38

3.6 QUADCOPTER MOVEMENT 39

MECHANISM

3.6.1 TAKEOFF AND LANDING 40

MECHANISM

3.6.2 FORWARD AND BACKWARD 41

MECHANISM

3.6.3 LEFT AND RIGHT MOTION 42

3.6.4 HOVERING AND STATIC 43

POSITION

4. RESULT AND DISCUSSION 44

7

4.1 WEIGHT ESTIMATION 44

4.1.1 WEIGHT ESTIMATION OF 45

COMPONENTS

4.2 CG CALCULATION 45

4.3 ENDURANCE CALCULATION 46

4.4 CATIA MODELLING 47

4.4.1 AMPHIBIOUS QUAD COPTER WITH 47

CONVENTIONAL LANDING GEAR

4.4.2 AMPHIBIOUS QUAD COPTER WITH 48

LIVE IMAGING RECORDER

4.5 CFD ANALYSIS 49

4.6 RESULT 57

5. CONCLUSION 57

6. REFERENCE 58

8

LIST OF TABLES

TABLE NO. TITLE PAGE NO.

1. CLASSIFICATIONS BY WEIGHT 6

AND ALTITUDE

2. CLASSIFICATION BY RANGE 6

AND ENDURANCE

3. DESIGN PARAMETERS 7

4. BUDGET ESTIMATION 22

5. INITIAL CONFIGURATION 23

6. WEIGHT ESTIMATION OF 45

COMPONENTS

9

LIST OF FIGURES

FIGURE NO. TITLE PAGE NO.

1. GLOBAL HAWK 8

2. MICRO AIR VEHICLE 9

3. F-35B JOINT STRIKE FIGHTER 12

4. F-35B DURING LANDING 13

5. V-22 OSPREY 14

6. BRUSHLESS DC MOTOR 25

7. ELECTRONIC SPEED CONTROLLER 26

8. LIPO BATTERY 28

9. MULTICOPTER BOARD 29

10. PROPELLERS 31

11. ACROLYTE SHEET 31

12. STYROFOAM 32

13. PITCH DIRECTION OF QUAD 39

14. ROLL DIRECTION OF QUAD 39

15. YAW DIRECTION OF QUAD 40

16. TAKE-OFF MOTION 41

17. LANDING MOTION 41

18. FORWARD MOTION 42

19. BACKWARD MOTION 42

20. RIGHT MOTION 43

21. LEFT MOTION 43

22. CO ORDINATE SYSTEM 44

23. CG REPRESENTATION 46

24. CATIA DESIGN QUAD COPTER 3D 48

25. QUAD COPTER 2D 48

26. AMPHIBIOUS QUAD LIVE IMAGING 3D 49


10



30. COEFFICIENT OF LIFT 50

31. COEFFICIENT OF DRAG 51

32. COEFFICIENT OF MOMENT 51

33. COEFFICIENT OF PRESSURE 52

34. COEFFICIENT OF STATIC PRESSURE 52

35. DYNAMIC PRESSURE 53

36. ABSOLUTE PRESSURE 53

37. TOTAL PRESSURE 54

38. KINETIC ENERGY 54

39. SHEAR STRESS 55

40. SKIN FRICTION COEFFICIENT 55

41. VELOCITY VECTOR 56

11

LIST OF SYMBOLS AND ABBREVIATIONS

A Ampere

ACTD Advanced Concept Technology Demonstrator

BEC Battery Eliminator Circuit

C.G Center of Gravity

CFD Computational Fluid Dynamics

CATIA Computer Aided 3D Interactive Application

CW Clock Wise

CCW Counter Clock Wise

Cl Coefficient of Lift

Cd Coefficient of Drag

Cm Coefficient of Moment

D/R Dual Rates

DARPA Defense Advanced Research Project Agency

DARO Defense Airbone Reconnaissance Office

e Exponential

EXPO Exponential

E Endurance

EPA End Point Adjustments

ESC Electronic Speed Controller

GUI Graphical User Interface

gm Grams

HAE High Altitude Endurance

I Maximum current drawn from battery

KV KiloVolt

mah Milli ampere per hour

P Power available

T Thrust

V Voltage

12

1. INTRODUCTION

1.1. UNMANNED AERIAL VEHICLE

An Unmanned aerial vehicle (UAV) is a type of aircraft which has no

onboard crew or passengers. UAVs include both autonomous

drones and remotely piloted vehicles (RPVs). A UAV is capable of

controlled, sustained level flight and is powered by a jet, reciprocating, can

also fly upside down or electric engine.

In the 21st century, technology reached a point of sophistication that the

UAV is now being given a greatly expanded role in many areas of aviation.

A UAV differs from a cruise missile in that a UAV is recovered after its

mission while a cruise missile impacts its target. A military UAV may carry

and fire munitions on board, while a cruise missile is a munitions. Austrian

balloons, the earliest recorded use of an unmanned aerial vehicle for war

fighting occurred on August 22, 1849, when the Austrians attacked the

Italian city of Venice with unmanned balloons loaded with explosives. At

least some of the balloons were launched from the Austrian ship Volcano.

Although some of the balloons worked, others were caught in a change of

wind and blown back over Austrian lines. The Austrians had been

developing this system for months: "The Press, of Vienna, Austria, has the

following: 'Venice is to be bombarded by balloons, as the lagoons prevent

the approaching of artillery.

Five balloons, each twenty-three feet in diameter, are in construction at

Treviso. In a favorable wind the balloons will be launched and directed as

near to Venice as possible, and on their being brought to vertical positions

over the town, they will be fired by electro magnetism by means of a long

isolated copper wire with a large galvanic battery placed on a building. The

bomb falls perpendicularly, and explodes on reaching the ground. Although

balloons do not generally meet today's definition of a UAV, the concept was

http://en.wikipedia.org/wiki/Unmanned_aerial_vehiclehttp://en.wikipedia.org/wiki/Drone_(aircraft)http://en.wikipedia.org/wiki/Remotely_piloted_vehiclehttp://en.wikipedia.org/wiki/Cruise_missilehttp://en.wikipedia.org/wiki/Venice

13

strong enough that once winged aircraft had been invented, the effort to fly

them unmanned for military purposes was not far behind.

Unmanned Aerial Vehicles, or UAVs, as they have sometimes been

referred to, have only been in service for the last 60 years. UAVs are now

an important addition to many countries air defense. Modern UAVs have

come a long way since the unmanned drones used by the USAF in the

1940s. These drones were built for spying and reconnaissance, but were not

very efficient due to major flaws in their operating systems.

Over the years UAVs have been developed into the highly sophisticated

machines in use today. Modern UAVs are used for many important

applications including coast watch, news broadcasting, and the most

common application, defense. The military use of unmanned aerial vehicles

(UAVs) has grown because of their ability to operate in dangerous locations

while keeping their human operators at a safe distance. The larger UAVs

also provide a reliable long duration, cost effective, platform for

reconnaissance as well as weapons. They have grown to become an

indispensable tool for the military.

The question we posed for our project was whether small UAVs also had

utility in military and commercial/industrial applications. We postulated that

smaller UAVs can serve more tactical operations such as searching a village

or a building for enemy positions.

Smaller UAVs, on the order of a couple feet to a meter in size, should be

able to handle military tactical operations as well as the emerging

commercial and industrial applications and our project is attempting to

validate this assumption.

To validate this assumption, my team considered many different UAV

designs before we settled on creating a Quad copter. The payload of our

Quad copter design includes a camera and telemetry that will allow us to

14

watch live video from the Quad copter on a laptop that is located up to 2

miles away.

1.2. AMPHIBIOUS QUADCOPTER

An amphibious aircraft or amphibian is an aircraft that can take off and

land on both land and water. Fixed-wing amphibious aircraft are seaplanes

(flying boats and floatplanes) that are equipped with retractable wheels, at

the expense of extra weight and complexity, plus diminished range and fuel

economy compared to planes designed for land or water only. Some

amphibians are fitted with reinforced keels which act as skiis, allowing

them to land on snow or ice with their wheels up and are dubbed tri-

phibians.

In the United Kingdom, traditionally a maritime nation, a large number of

amphibians were built between the wars, starting from 1918 with the

Vickers Viking and the early 1920sSupermarine Seagull and were used for

exploration and military duties including search and rescue, artillery

spotting and anti-submarine patrol .

The most notable being the Short Sunderland which carried out many

anti-submarine patrols over the North Atlantic on sorties of 8 12 hours

duration. These evolved throughout the interwar period to ultimately

culminate in the post World War 2 Super marine Seagull, which was to

have replaced the wartime Walrus and the Sea Otter but was overtaken by

advances in helicopters.

Starting in the mid-1920s and running into the late 30s in the United

States, Sikorsky produced an extensive family of amphibians (the S-34, S-

36, S-38, S-39, S-41, S-43) that were widely used for exploration and as

airliners around the globe, helping pioneer many overseas air routes where

the larger flying boats could not go, and helping to popularize amphibians in

the US.

15

The Grumman Corporation, late-comers to the game, introduced a pair of

light utility amphibious aircraft - the Goose and the Widgeon during the late

1930s for the civilian market. However, their military potential could not be

ignored, and many were ordered by the US Armed forces and their allies

during World War II. Not coincidentally, the Consolidated Catalina (named

for a Catalina Island, whose resort was partially popularized by the use of

amphibians in the 1930s, including Sikorskys, and Douglas Dolphins) was

redeveloped from being a pure flying boat into an amphibian during the

war.

After the war, the United States military ordered hundreds of the

Grumman Albatross and its variants for a variety of roles, though like the

pure flying boat was made obsolete by helicopters which could operate in

sea conditions far beyond what the best seaplane could manage.

Development of amphibians was not limited to the United Kingdom and

the United States but few designs saw more than limited service - there

being a widespread preference for pure flying boats and floatplanes due to

the weight penalty the undercarriage imposed.

Yet Russia also developed a number of important flying boats, including

the widely used pre-war Shavrov Sh-2 utility flying boat, and postwar the

Beriev Be-12 anti-submarine and maritime patrol amphibians.

Development of amphibians continues in Russia with the jet engines

Beriev Be-200. Italy, bordering the Mediterranean and Adriatic has had a

long history of waterborne aircraft going back to the first Italian aircraft to

fly. While most were not amphibians, quite a few were, including the

Savoia-Marchetti S.56A and the Piaggio P.136.

Amphibious aircraft were particularly useful in the unforgiving terrain of

Alaska and northern Canada, where many remain in civilian service,

providing remote communities with vital links to the outside world.

16

The Canadian Vickers Vedette was developed for forestry patrol in

remote area; previously a job that was done by canoe and took weeks could

be accomplished in hours, revolutionizing forestry conservation.

Although successful, flying boat amphibians like it ultimately proved less

versatile than floatplane amphibians and are no longer as common as they

once were. Amphibious floats that could be attached to any aircraft were

developed, turning any aircraft into an amphibian, and these continue to be

essential for getting into the more remote locations during the summer

months when the only open areas are the waterways.

Despite the gains of amphibious floats, small flying boat amphibians

continued to be developed into the 1960s, with the Republic Seabee and

Lake LA-4 series proving popular, though neither was a commercial success

due to factors beyond their makes control.

Many today are home built, by necessity as the demand is too small to

justify the costs of development, with the Volmer Sportsman being a

popular choice amongst the many offerings.

With the increased availability of airstrips in remote communities, fewer

amphibious aircraft are manufactured today than in the past, although a

handful of amphibious aircraft are still produced, such as the Bombardier

415, and the amphibious-float equipped version of the Cessna Caravan.

1.3. CLASSIFICATION OF UAV

The UAVs can be grouped into so many categories, in which few of them

are considered for our reference,

Weight

Maximum altitude

Endurance and range

Type of Wing

17

Table 1. Classifications by weight and maximum altitude

Table 2. Classifications by Range and Endurance

1.4. CLASSIFICATION BY TYPE OF THE WING

The UAV can be classified as,

Fixed wing and

Conventional wing

The conventional winged aircraft includes multi-copters like

Tri-copter

Quad-copter

The type of UAV we have chosen is a Quad-copter.

18

Table 3.Design parameters

SL.NO. DESIGN

PARAMETERS

SPECIFIED

RANGE JUSTIFICATION

1 Weight

19

Hawk is designed to meet domestic needs including homeland security and

has been demonstrated in drug interdiction. Global Hawks are also approved

by the FAA to fly in U.S. airspace. (SHASHAKAR.C)

Another very successful UAV is the Predator which was also created in

the mid-1990s but has since been enhanced with Hellfire missiles. Named

by Smithsonians Air & Space magazine as one of the top ten aircraft that

changed the world, Predator is the most combat-proven Unmanned Aircraft

System (UAS) in the world.The original version of the Predator, built by

General Atomics, can fly at 25,000 feet for 40 hours at a maximum airspeed

Fig.1. Global Hawk

Of 120 Knots. In addition to missiles, the Predator can carry cameras, high

resolution all weather radar and laser designators. The Predator is a little

smaller than the Global Hawk but still has a wingspan of 55 feet.

At the very other extreme of size are the Micro Air Vehicles (MAVs)

which are an interesting research focus area. There are many designs, some

of which are bio-inspired such as the flapping wing version shown in Figure

(2).

This design is being developed in Germany at the Bio mimetic-

Innovation-Centre and is inspired by a bird called the swift. Micro air

20

vehicles are also modeled after various insects and generally use exotic

designs and materials and are physically small.

Additionally, although this design claims to be able to glide, the erratic

motion caused by flapping wings could make this a difficult platform to

operate a camera from. Although the designs in this class of UAV are

fascinating, our interest was in attempting to produce a small UAV which

could support a broad mission capability and these MAVs were dismissed

as being too small.

In addition to reviewing very large and very small UAVs, we were also

intrigued by the requirements of DARPAs UAV forge competition which

was posted around the time we started our project.

The UAV forge challenge uses crowd sourcing techniques to design and

build a micro-UAV that can take off vertically, go to a designated distant

location, monitor the location for up to three hours, identify specific objects

and then return home.

Fig.2. Micro Air Vehicle

21

We found this challenge interesting because, since it was a DARPA

research project, it represented pushing beyond the limits of what a small

UAV had ever achieved.

The requirement for vertical liftoff also aligned with our thinking about

the optimum form factor for a small UAV. Many of the deployed UAVs are

fixed wing aircraft; however, we were looking for something more versatile

that we believed could be built in small scale.

The Quad copter, like other helicopter designs, is able to take off without

a runway, take video from a fixed hovering position, and finally maneuver

through tight spaces as required.

The Quad copter also provides a superior payload capacity when

compared to the helicopter and is a more stable platform. Since the Quad

copter was a vertical liftoff design, it aligned well with both our team goals

as well as the DARPA UAV forge goals and therefore it became our

baseline form factor.

In addition to the military uses of the small UAV, we were interested in

evaluating applications in the commercial and industrial sector. Our premise

was that if smaller and cheaper UAVs become readily available, new

markets and uses will emerge.

Potential new markets in commercial and industrial applications include

inspecting pipelines or even inspecting dangerous areas like a meltdown site

at a nuclear power plant.

Disaster relief or crop assessment seems also to be likely areas where

small UAVs could be useful.

We were also motivated by on-campus uses such as monitoring parking

or quick-look video of an incident, or monitoring hard to reach locations, or

exploration of a collapsed building or other dangerous location.

The state of the art in small UAVs seems to be a few hand launched

vehicles used by the military which are far too expensive to be of interest to

22

our project and the amateur community represented by the DIY drones

website.

This community is dedicated to open source development and distribution

of information and technology related to UAVs. They have developed

control modules, software, and various sensors that can be mixed-and-

matched to build a low cost UAV.

They also produce a low cost rudimentary Quad copter system that is

available for purchase. The existence of this resource makes a Quad copter

senior project feasible because some of the component parts can be reused

instead of reinvented.

It would not be feasible for a small three person team to create all the

technology required for a Quad copter for a very limited budget and

compressed time schedule.

From the perspective of our senior project, DIY drones provides

components for a quick baseline implementation that will allow us to focus

on the problems of flight stability, payload management, and mission

applications with more resources than if we had to reinvent the base

technology.

The DIY drones components are also most importantly very low cost

when compared to military alternatives and they are well documented and

understood.

For all these reasons, we decided to take the DARPA UAV forge as the

starting point for performance metrics and the DIY drones components as

the baseline design and then test our hypothesis from that starting point.

2.1.1. EXISTING VTOL AIRCRAFT

Model aircraft are typically based on existing full-size aircraft. In this

section a critical Analysis of existing VTOL aircraft is presented.

23

2.1.2. F-35B JOINT STRIKE FIGHTER

The Joint Strike Fighter program is the focal point of the US Department

of Defense for creating advanced and affordable next-generation strike

aircraft for all four branches of the U.S. armed forces and their allies (JSF,

2005).

It attempts to do this by creating three variants; each suited to a particular

niche in the armed forces with up to 80% parts commonality between

models (Jarrett et al., 2004).

The variant of particular interest to this project is the F-35B Short Take-

Off and Vertical Landing (STOVL), shown in Figure.

Fig.3. F-35 B joint strike fighter

The F-35B is powered by the Pratt & Whitney F135-PW-600 turbojet

engines which is coupled to a lift fan fore of the main turbine, as shown in

Figure 2.2.

Vertical thrust at the rear of the aircraft is generated by vectoring the

turbine exhaust through especially developed three bearing swivel nozzle. A

landing F-35B with its nozzle in the vertical position is shown in figure.

24

Differential thrust from the exhaust and the lift fan allows for pitch

control of the aircraft.

The air ducts protruding from the sides of the turbine direct jets of air out

to the wings, controlling roll.

Fig.4. F-35B during landing

2.1.3. V-22 OSPREY

According to Boeing (2005) the V-22 Osprey is the first aircraft designed

from the ground up to accommodate the needs of all four branches of the

U.S. armed forces.

Winning the Naval Air System Command contract in April 1983 the

project that was to be known as the Osprey was a collaboration between

Bell, known for their experience with tilt wing rotorcraft, and Boeing Vitol,

known for their experience with heavy lifting helicopters (Rogers, 1989).

The V-22 is designed for both Vertical Take-Off and Landing (VTOL)

and Short Take-Off and Landing (STOL), with the former used for larger

25

payloads. Capable of 510 km/h (Boeing, 2005) in conventional flight the V-

22 combines the advantages of helicopters and fixed wing aircraft.

A V-22 Osprey in its hover configuration is shown in Figure Powered by

two Allison T406-AD-400 turboprop engines, each developing 4,586 kW of

power, the V-22 drives each of its tri-blade 11.58 m diameter prop rotors to

achieve the large amount of thrust required for vertical take-off (Boeing,

2005).

Utilizing both cyclic and collective propeller pitch control, the V-22 can

control all six of its degrees of freedom when in hover while the nacelles

remain stationary and in their upright position (Rogers, 1989).

A cut away of the port nacelle to show these pitch control mechanisms is

shown in, as well as a cut away of the starboard nacelle showing the tilt

jack. In April 1983 this project that was to be known as the Osprey was

collaboration between Bell, known for their experience with tilt wing

rotorcraft, and Boeing Vitol, known for their experience with heavy lifting

helicopters (Rogers, 1989).

Fig.5. V-22 Osprey in Hover operational mode

26

2.2. WIRELESS CONTROL QUADCOPTER WITH STEREO

CAMERA AND SELF BALANCING SYSTEM, MONGKHUN

QETKEAW A/L VECHIAN, UNIVERSITY TUHUSSEIN ONN

MALAYSIA

This research mainly focused on remotely operated quad copter system.

The quad copter is controlled through Graphical User Interface (GUI) and

done by using wireless communication system.

The quad copter balancing condition is sensed by FY90 controller and

IMU SD0F sensor.

The experiment shows that it can hover by maintaining the balance and

stability .Quad copter can accept load up to 250gm during its hover

condition. (MONGKHUN QETKEAW)

Maximum operated time of quad copter is 6min using 2200mAh Pico

battery and operate time can be increased by using largest battery capacity.

2.3. CONTROL OF AN UNCONVENTIONAL VTOL UAV FOR

COMPLEX MANUEUVERS, NASIBEH AMIRI, UNIVERSITY OF

CALGARY

This research is mainly focused to design a nonlinear control

methodology that enables the vehicles to use the full potential of its flying

characteristics for independent control of its degree of freedom including

orientation and position of the UAV.

The focus of this research is on a newly built configuration of small-

rotary wing VTOL aerial vehicle with ducted fans, each of which has two

rotors named e Vader.(NASIBEH AMIRI)

It investigates the maneuvering inside obstructed environments in the

presence of external disturbances .Achieving this goal is possible due to

revolution in aviation control by introducing Oblique Active Filtering

27

(OAT) mechanism. Capabilities of OAT system will be fully used in

controlling the UAV to enhance its maneuverability

2.4. DESIGN OF AN AUTONOMOUS QUADROTOR UAV FOR

URBAN RESEARCH AND RESCUE, ROBERT D'ANGELO

&ROBINSON LEVIN, WORCESTER POLYTECHNIC INSTITUTE

This research includes design and testing of an indoor quad rotor UAV

capable of autonomous take-off, landing, and path finding. The propulsion

system produces 1500g of thrust at 46% throttle using 7" propellers,

minimizing craft size, but allowing for sufficient payload to carry a LIDAR,

a CMOS camera, and rangefinders.(ROBERT DANGELO &

ROBINSONLEVIN)

These sensors are interfaced to an Overo processor, which sends high-

level commands to a low-level flight controller, the HoverflyPro. Flight

tests were conducted which demonstrated flight control and sensor

operation.

2.5. DESIGN OF A QUADROTOR CAPABLE OF AUTONOMOUS

FLIGHT AND COLLABORATION WITH UGV, JOHN J.SIVAK,

WOECESTER POLYTECHNIC INSTITUTE

This research was to design and implement an autonomous quad rotor

aerial vehicle for collaborative operations with autonomous ground

vehicles. The main design constraints were to maximize payload and flight

time.

The quad rotor consists of a Delrin hub with four aluminum arms, and is

infused with an IMU and multiple range finder sensors. All of the

electronics on the quad rotor were implemented and the equations of motion

were derived, however at the time this report was written the control

equations were not yet programmed.(JOHN J.SIVAK)

The ground robot is also currently unable to communicate with the quad

rotor despite the communication framework being set in place. However,

28

further work programming both the quad rotor and the ground robot could

result in a fully-functional system.

2.6. ANALYSIS OF DIFFERENT DESIGNED LANDING GEARS

FOR A UAV, ESSAM.A.AL-BAHKALI,WORLD ACADEMY OF

SCIENCES,ENGINEERING AND TECHNOLOGY

This research is mainly focused on the Analysis of Different Designed

Landing Gears for fundamental light weight, high strength, coupled with

techno economic feasibility. In this advanced CAE techniques is used.

The maximum principle stresses for each model along with the factor of

safety are calculated for every load .Different landing gear configuration

have been analyzed and modeled using a commercial finite element code

(ABAQUS).(ESSAM.A.AL-BAHAKALI)

Different landing conditions are considered (thirteen different loading

conditions that were calculated from different landing speeds), the

maximum principle stresses for each model along with the factor of safety

are calculated for every loading condition.

2.7. DESIGN AND STRUCTURAL ANALYSIS OF WEIGHT

OPTIMISED MAIN LANDING GEARS FOR UAV UNDER IMPACT

LOADING, RAEES FIDA SWAT, JOURNAL OF SPACE

TECHNOLOGY

In this analysis Landing Gears are designed by considering the values of

stress, strain/deformations and stress intensities using computational tools

for the maximum values of loads with a reasonable and logical safety factor.

Weight is optimised in a way such that an optimised structure for the

landing gear can withstand deformations.(RAEES FIDA SWAT)

Commercially available computational tools are used for the evaluation

of the initial structure design in Try-cycle modeland modified model.

The models were used for computation of stresses, strains, and stress

intensities and finally a lightweight and reliable strctuture design is evolved.

29

2.8. STYROFOAM PRODUCT DESCRIPTION, Dr.ABID ALI KHAN.

In this analysis we had taken the FOAM material and are tested under

different conditions.

It is highly resistant to water and water vapour.STYROFOAM Brand

Scoreboard Insulation is hydrochlorofluorocarbon (HCFC) free with zero

ozone-depletion potential. STYROFOAM Brand Scoreboard Insulation is

reusable in many applications. (Dr.ABID ALI KHAN)

It is combustible; protect from high heat sources.It is very easy to handle,

cut and install.

2.9. ALUMINIUM EXTRUSION: ALOOYS 'SHAPES AND

PROPERTIES. (MAHIN M.A)

In this analysis cylindrical billet of Aluminum is used for testing the

properties. By doing the EXTRUSION PROCESS we came into a

conclusion that longer billets can be extruded, i.e. for a given extrusion ratio

longer sections can be produced. (MAHIN M,A)

Higher extrusion ratio can be used. Extrusion temperatures are lower.

Extrusion speeds are higher. Uniform metallurgical structure is achieved.

2.10. DESIGN AND DEVELOPMENT OF AMBHIBIOUS

QUQDCOPTER, CHATANA H.D

In this is analysis amphibious quadcopter is designed and analyzed with

certain parameters.

By doing the design process and assembling we came into a conclusion

that it has the capability of carrying out surveillance from 25 meters height

for duration of 15 minutes. (CHATANA H.D)

Its primary application was to provide real time aerial surveillance, video

transmission for ground forces.

CAD and CAE tools were extensively used to arrive at an Optimized

design of this vehicle. Based on the appropriate weight of the quad copter

the analysis has been done.

30

2.11. QUADCOPTER, MATT PARKER, CHRIS ROBBIANO GERAD

BOTTORFF

This is mainly deals with the analysis of a quadcopter with the certain

flying tests. We can completely change what function it performs and we

are able to integrate any technology that would prove to be useful.(MATT

PARKER,CHRIS ROBBIANO GERAD BOTTORFF)

It clearly concludes that small scale UAVs are useful across a broad range

of applications.

Certain flying tests have been carried out with indoor and outdoor by

applying certain weights at different altitudes and at different speeds.

2.12. WIRELESS CONTROL UAV, ANIRUDH S.NAIK

This study concludes that it can hover by maintaining the balance and

stability .Quad copter can accept load up to 250gm during its hover

condition.(ANIRUDH S.NAIK)

Commercially available computational tools are used for the evaluation

of the initial structure design in Try-cycle modeland modified model.

This research mainly focused on remotely operated quad copter system. It

is also having an independent control system .

The quad copter is controlled through Graphical User Interface (GUI) and

done by using wireless communication system.

The maximum principle stresses for each model along with the factor of

safety are calculated for every loading condition. This community is

dedicated to open source development and distribution of information and

technology related to UAVs. They have developed control modules,

software, and various sensors that can be mixed-and-matched to build a low

cost UAV.

31

3. BUDGET ESTIMATION

Table 4. Budget estimation

SL.NO CONTENTS DESCRIPTION AMOUNT

1 CATIA V5

training

Studied CATIA

V5 software and

designed the

components of

quadcopter.Also

assembled the

components.

10,000

2 CFD-ANSYS

training

Studied CFD-

ANSYS

software and

done the analysis

of designed

quadcopter for

various

atmospheric

conditions.

10,000

3 Data collection Report and

printouts. 1000

4 Others 2000

3.3. PRELIMINARY DESIGN

From these records the preliminary design has been set with an initial

configuration which is given below

32

Table 5. Initial configuration

Sl

no PARAMETERS SPECIFICATION JUSTIFICATION

1 Platform Quad-copter For more stability

2 Material Aluminum

& Acrolyte Lesser weight

3 Motor Brush less out

runner

They can be

frequently stopped

with the rotor in a

defined angular

position. And the out

runner type is used as

it produces more

torque.

4 Battery Li-po(lithium

polymer)

For its higher

discharge and more

endurance

3.3.1. DESIGN CALCULATION

To start the designing process, initially some parameters to be assumed.

Here we have taken the designing parameter as weight. The weight of the

Quadcopter, to come under the category of MAV, the maximum weight can

be carried by the vehicle is fixed as 2.5 kg without payload.

3.4. SELECTION OF COMPONENTS

3.4.1. PLATFORM

A platform capable of hovering is required for intelligence gathering in

confined environments such as forest and urban areas. A Multi copter is a

highly complex machine and a typical RC Multi copter requires a very

33

skilled pilot or a very expensive autopilot system. Low-cost RC COTS

components have previously been shown to be incapable of controlling tail

sitter MAV3. A Quad-copter, based on a configuration experimented by a

few RC hobbyists, is a suitable MAV that is simple to fly and modify, and

will allow for the use of low-cost COTS components.

The platform that has been used for the Quad-copter is the T-section in

which the rotors are mounted along the ends with respect to its Center of

gravity. The center of gravity has been calculated by considering the entire

section inside as a Square whose C.G lies at centre or the point of

intersection of their diagonals. The platform material that has been used for

the Quad-copter is Aluminum. Since we aren't fabricating the project we

just imported the material properties and the structural calculations to CAD

(CATIA) and CFD.

3.4.2. PROPULSION SYSTEM SELECTION

Here the electric propulsion is chosen for echo operation and to reduce

the size and weight compare than gasoline engine. To perform the vertical

take-off, the propulsion should satisfy the following condition

>

3.4.3. MOTOR

Major types of DC motors which are used in aircraft industry are

brushless DC motors. The main types of brushless motors are given below

3.4.3.1. OUT-RUNNERS.

Out runners spin much slower than their in runner counterparts with their

more traditional layout (though still considerably faster than ferrite motors)

while producing far more torque.

This makes an out runner an excellent choice for directly driving electric

aircraft propellers since they eliminate the extra weight, complexity,

inefficiency and noise of a gearbox.

34

3.4.3.2. IN-RUNNERS

In runners get their nickname from the fact that their rotational core is

contained within the motor's can, much like a standard ferrite motor.

Out runner motor is selected for the Quad-copter for its reduced torque. The

motor selected is given below

Fig.6. Turnigy D2836/9 950KV Brushless Out-runner Motor

The D2836/9 950KV Brushless Out-runner Motor capable of

producing 850g of thrust from a 5000mah Li-po battery. This is a 243

watt, brushless motor that weighs less than a speed 400 brushed/geared

motor, but provides about twice the thrust! It is roughly equivalent to .10 to

.15 size two stroke glow engines.

Good battery choices include the Power Up 11.1v 1300 20C,11.1v 1500

20C and 11.1v 2200 20CLipos.

To satisfy the condition > , the propeller for the

propulsion system is selected with additional thrust for provision, in case

the need of thrust.

3.4.3.1.1. SPECIFICATION

Battery: 2~4 Cell /7.4~14.8V

http://www.headsuprc.com/servlet/the-1318/Lipo-Battery-11.1v-1300mah/Detailhttp://www.headsuprc.com/servlet/the-1569/Lipo-Battery-11.1v-1500mah/Detailhttp://www.headsuprc.com/servlet/the-1569/Lipo-Battery-11.1v-1500mah/Detailhttp://www.headsuprc.com/servlet/the-1569/Lipo-Battery-11.1v-1500mah/Detailhttp://www.headsuprc.com/servlet/the-1323/Lipo-Battery-11.1v-2200mah/Detail

35

RPM: 950kv

Max current: 23.2A

No load current: 1A

Max power: 243W

Internal resistance: 0.070 ohm

Weight: 70g (including connectors)

Diameter of shaft: 4mm

Dimensions: 28x36m

Prop size: 7.4V/12x6 14.8V/9x6

Max thrust: 850g

3.4.4. ELECTRONIC SPEED CONTROLLER

The YEP series are the best Esc's With Multi copter specific

programming options such as super smooth soft start, fixed RPM mode

and ultra high resolution.

The YEP series ESCs not only offer excellent performance for Multi

copters, they are also well suited for fixed-wing use with a whole host of

programmable features. YEP ESCs are built with the highest quality

components to ensure true-to-rating current handling and high efficiency

operation. YEP ESCs can be programmed via optional programming

card.

Fig.7. YEP Electronic Speed Controller

36

3.4.4.1. FEATURES:

Powerful 5.5V/4A Switching BEC

Optional programming card for convenient setup

Super fine throttle resolution provides first-rate and highly accurate

linearity.

Super smooth adjustable start-up mode

Constant RPM mode (governor mode)

Adjustable F3A brake.

3 steps adjustable normal EMF brake

High anti-interference capability

Low voltage cut-off protection with automatic adjustment

For NiCd/NiMH/Li-Ion/LiPo/LiFePO4

Soft cut-off option at low voltage, slows motor RPM gradual

Rather than hard cutoff (LVC)

Low voltage cut-off can be disabled

Variable cut-off voltage / cell

Active free-wheeling circuit allows for unlimited "partial load"

capability.

LED status display

Adjustable motor timing from 0 to 30

Blocked rotation protection (senses a jammed motor and stops

motor rotation)

Motor reversing from ESC (no need to change ESC/motor wires)

Over-temperature protection and overload alarm

Throttle signal lose protection. If the signal is lost for 3 seconds,

The powers will automatically cut-off.

Safe power-on. (Motor will not start until throttle is returned to

lowest position)

37

3.4.4.2. SPECIFICATION:

Max Cont Current: 30A

Max Burst Current: 35A for 10 seconds

Input Voltage: 2-4 cells li-XX or 6-12 Ni-MH/Ni-Cd battery

BEC: 5.5V/4A Switching BEC

PWM: 8~16 KHz

Max RPM: 240,000rpm for 2 Poles Brushless Motor

PCB Size: 34x24x9mm

Weight: 26g (including wires).

3.4.5. BATTERIES

The number of cells is determined according to many criteria such as

autonomy, power reserve, motor characteristics, life (number of cycles

charge/discharge, etc). The range of technologies for these elements is

huge. In the framework studied, the more appropriate are Lithium Polymer

batteries, which have higher performances than former technologies (NiCad

and NiMH) for quantity of stored energy by weight unit (cf. table). [16]

We Choose Zippy Flight max batteries as it deliver full capacity &

discharge as well as being the best value batteries zippy lithium polymer

batteries are an ideal choice for its higher performances than former

(NiCad and NiMH).

Fig.8. zippy Lipo 8000 mah battery

38

3.4.5.1. SPECIFICATION

Capacity: 8000mAh

Voltage: 4S1P / 4 Cell / 14.8v

Discharge: 30C Constant / 40C Burst

Weight: 845g (including wire, plug & case)

Dimensions: 166x69x35mm

Balance Plug: JST-XH

Discharge plug: 5.5mm Bullet-connector (without housing)

3.4.6. CONTROL BOARD

The KK2.0 is the evolution of the first generation KK flight control

boards. It's chosen since the KK2.0 was engineered from the ground up

to bring multi-rotor flight to everyone, not just the experts. The LCD

screen and built in software makes install and setup easier than ever. A

host of multi-rotor craft types are pre-installed. Simply select your craft

type, check motor layout/propeller direction, calibrate your ESCs and

radio and your ready to go! all of which is done with easy to follow on

screen prompts.

Fig.9. KK 2.0 Multi copter Board

39

The original KK gyro system has been updated to an incredibly

sensitive dual chip 3 Axis gyro and single chip 3 axis accelerometer

system making this the most stable KK board ever and allowing for the

addition of an Auto-level function. At the heart of the KK2.0 is an Atmel

Mega324PA 8-bit AVR RISC-based microcontroller with 32k of

memory.

An additional 2 motor output channels have been added to the KK2.0

allowing for a total of 8 motors to be controlled (Octocopter). A handy

Piezo buzzer is also included with the board for audio warning when

activating and deactivating the board.

3.4.6.1. SPECIFICATION

Size: 50.5mm x 50.5mm x 12mm

Weight: 21 gram (Inc Piezo buzzer)

IC: Atmega324 PA

Gyro: InvenSense Inc.

Accelerometer: Anologue Devices Inc.

Auto-level: Yes

Input Voltage: 4.8-6.0V

AVR interface: standard 6 pin.

Signal from Receiver: 1520us (5 channels)

Signal to ESC: 1520us

Firmware Version: 1.2

3.4.7. PROPELLER

In Quad copters two sets of identical fixed pitched propellers; two

clockwise (CW) and two counter-clockwise (CCW). These use variation

of RPM to control lift and torque. Control of vehicle motion is achieved

by altering the rotation rate of one or more rotor discs, thereby changing

its torque load and thrust/lift characteristics.

http://en.wikipedia.org/wiki/Torque

40

Fig.10. Q-BOT Quadcopter - Propeller (Red)

3.4.8. ACROLYTE SHEET

The Acrolyte sheet has been used as the plat form for control

and power systems.

Fig.11.2mm Acrolyte she

41

3.4.9 FOAM BOARD

Styrofoam is an apt structure for the amphibious landing gear we

choose due to its physical properties such as its stress tolerance in

terrestrial landing and its ability to float and above all its light weight

nature. 50mm Styrofoam board is used and its cut for our

requirements.

Fig.12. Styrofoam

3.5. CONTROL SYSTEM

To get the best stability and flight performance from your KK-controller

mount it using a vibration dampening material such as gyro-tape or a

thick double sided sticky tape. Also make sure to balance you props and

motors to remove as much vibrations as possible.

3.5.1. SOME GENERAL MULTIROTOR TIPS:

Do not use bigger propellers than you need. Light propellers give faster

response resulting in a more stable platform. When designing your platform

try to get it to hover around mid-stick. This means that your platform will

have enough power at all time to respond and compensate but not have too

much power resulting in a less stable platform. To achieve these use

bigger/smaller propellers, lower/higher kV motors, more/fewer number of

battery cells or more or less weight.

42

3.5.2. SAFETY:

Never have the propellers mounted when setting up your platform! A

spinning motor without a prop isnt dangerous but a prop spinning at wide

open throttle cuts flesh better than a hot sword. Therefore, never ever have

the props attached when youre setting up or making adjustments to you

multi-rotor platform.

3.5.3. RECEIVER:

The soldered cables coming of the board are the four signal wires that

plugs into your receiver.

On a Futaba/Hitec receiver they plug in as follows:

Aileron - Channel 1

Elevator - Channel 2

Throttle - Channel 3

Rudder - Channel 4

On a Spectrum receiver simply plug the aileron into the aileron port,

elevator to elevator and so on.

3.5.4. MOTORS/ESC:

Down in the corner there are 6 motor outputs (M1 through M6)

On a Quadcopter the ESCs are plugged in as such:

M1 - Front motor CW

M2 - Left motor CCW

M3 - Right motor CCW

M4 - Back motor CW

3.5.5. PREPARING THE TRANSMITTER:

Create a new model memory and make sure that all mixes are disabled,

all trims are neutral and that all End Point Adjustments (EPA) and D/Rs

are set to 100%

43

If you have a computer-radio you can chose either airplane or helicopter

mode. It doesnt really matter. The helicopter mode will have the advantage

of setting a custom throttle curve for those who doesnt like a linear

response on the throttle. If you use the helicopter mode make sure that the

swash is set to; two servos 90. If you use 120 CCPM mixing your

platform will be unflyable!

3.5.6. ARMING AND DISARMED THE FLIGHT-CONTROLLER:

The flight-controller has a built in safety feature which disables the

throttle stick. This is a great feature that probably will save your platform or

face at least once.

The KK-board will on power up be in the locked/disarmed position.

The LED on the board indicates if the board is armed or not.

To arm the board move the throttle/rudder stick down to the right corner

and hold it there for about 5 seconds. The LED will turn on indicating that

the board is armed and ready. To unarm/lock the board again move the

throttle/rudder stick down in the left corner for 5Seconds.

3.5.7. STEP BY STEP SETUP GUIDE:

3.5.7.1. CHECK IF THE THROTTLE STICKS

This is to ensure that the throttle stick is moving the right direction and

have enough to initialize the flight-controller.

Never perform this step with the props mounted!

Turn on the transmitter and then the flight-controller

Move the throttle/rudder stick to the down-right corner

The LED should turn on, if it doesnt:

Try adding a bit of down trim on the throttle channel

Try increasing the EPA on the throttle channel

Try reversing the throttle channel

44

3.5.7.2. CALIBRATING THE THROTTLE RANGE ON THE ESCS

This is to ensure that all the ESCs have the same throttle range end

points. This step only needs to be performed once. Fail to do this calibration

can result in an uncontrollable platform. If you ever install new ESCs this

step needs to be performed again.


Make sure that the flight-controller is turned off

Turn the Yaw pot to the MIN position

Turn on the transmitter

Move the throttle stick to top (full)

Turn on the flight-controller

Wait until the ESC's beeps twice after the initial beeps. (Plush and SS

ESC's)

Swiftly move the throttle stick fully down (closed). The ESCs beeps

Power off the flight-controller

Restore the yaw pot to around 50%

3.5.7.3. CHECKING THE DIRECTION OF THE TRANSMITTER

CHANNELS

This step is to ensure that the sticks actually perform the action in the way

that they are supposed to.



Arm the controller. (Move the throttle stick to the down-right corner)

Start the motors by raising the throttle (around 1/4 or so)

Move the Pitch (Elevator) stick on the transmitter forward. The back

motor should speed up. If it doesnt, reverse the channel in your transmitter.

Move the Roll (Aileron) stick to the left. The right motor should speed. If

it doesnt, reverse the channel in your transmitter.

45

Move the Yaw (Rudder) stick to the left. The front and back motor should

speed up. If it doesnt, reverse the channel in your transmitter. (This will

make the arming function reversed as well, meaning that you need to move

the stick down in the left corner to arm the controller. This can be corrected,

see step 7)

3.5.7.4. CHECKING THE GYRO COMPENSATIONS

This step is to ensure that the gyros compensate in the right direction. If

they dont the platform will be uncontrollable and flip heads over heals.



Arm the controller. (Move the throttle stick to the down-right corner)

Start the motors by raising the throttle (around 1/4 or so)

Tilt the Quadcopter forwards. The front motor should speed up. If

it doesnt, note it, youll fix this in the next step.

Tilt the Quadcopter to the right. The right motor should speed up. If

it doesnt, note it, youll fix this in the next step.

Rotate the Quadcopter to the right (clockwise). The front and

back motors should speed up. If it doesnt, note it, youll fix this in

the next step.

3.5.7.5. REVERSING THE GYROS

This is how you reverse the compensation direction of the gyros


Turn the Roll pot to the MIN position

Turn on the transmitter then the flight-controller

The LED will flash rapidly 10 times and then turn off

Move the stick for the gyro you want to reverse. (If you want to reverse

the roll gyro, move the roll (aileron) stick)

The LED will flash continually to confirm your choice

46

Turn of the flight-controller

If more gyros need to be reversed, turn on the flight-controller and repeat

the process. If youve reversed all the gyros you want, restore the pot to

50%

3.5.7.6. REVERSING THE POT DIRECTION

If you think that the pots turn in the wrong direction you can reverse the

direction. This will mean that the MIN and MAX in the picture above will

be inverted.


Turn the Roll pot to the MIN position

Turn on the transmitter then the flight-controller

The LED will flash rapidly 10 times and then turn of

Move the throttle stick for the to the top

The LED will flash continually to confirm

Turn of the flight-controller

The pots have now been reversed. If you wish to reverse the pots back

you need to turn the Roll pot fully to the other extreme and repeat the

process. Otherwise restore the pot to 50%

3.5.7.7. FINAL ADJUSTMENTS:

Make sure that all pots are set at 50% (in the middle)

Make sure that the CG of your platform is correct

Make sure that all the D/Rs are at 100%

3.5.8. LIFTOFF PROCEDURE:

Place the platform on a plane surface

The platform should be motionless before takeoff

Arm the controller by moving the throttle/rudder stick down in the right

corner for 5 seconds

47

Raise the throttle and fly. The gyros calibrate just as the throttle stick

leaves the minimum position

3.5.9. FINDING THE CORRECT GAIN:

Increase the gain in small steps until the platform starts oscillating

(overcompensating making the platform rock from side to side)

Reduce the gain a bit

You now have the optimum amount of gain.

Fast forward flight requires lower gain.

Too low gain is recognized by a hard to control platform that wants to tip

over.

Too high gain is recognized by oscillations.

3.5.10. EPA, D/R and EXPO:

If the platform feels to fast or twitchy you can either reduce the EPAs

(End Point

Adjustment) or D/Rs (Dual Rates) or add EXPO (Exponential)

EPA and D/R makes the whole stick less sensitive and makes the

platform slower. EXPO makes the middle of the stick less sensitive but

keeps the throw at the end of the stick. This means that you can have nice

control in a hover, which requires small adjustments, but you keep the

ability to fly fast and agile.

Its not uncommon to need a couple of clicks trim to make the platform

hover perfectly leveled. This is due to the small differences in the motors,

ESCs and props.

Always disarm the platform after youve landed. (Move the throttle stick

down in the left corner for 5 seconds or so) This little procedure has the

potential to save you platform or face, so be sure to make it a habit.

48

3.6. QUADCOPTER MOVEMENT MECHANISM

Quadcopter can described as a small vehicle with four propellers attached

to rotor located at the cross frame. This aim for fixed pitch rotors are use to

control the vehicle motion. The speeds of these four rotors are independent.

By independent, pitch, roll and yaw attitude of the vehicle can be controlled

easily.

Fig.13. Pitch direction of quadcopter

Fig.14. Roll direction of quadcopter

49

Fig.15. Yaw direction of quadcopter

Quadcopter have four inputs force and basically the thrust that produced

by the propeller that connect to the rotor.

The motion of Quadcopter can control through fix the thrust that

produced. These thrust can control by the speed of each rotor.

3.6.1. TAKE-OFF AND LANDING MOTION MECHANISM

Take-off is movement of Quadcopter that lift up from ground to hover

position and landing position is versa of take (off position).

Take (off (landing) motion is control by increasing (decreasing) speed of

four rotors simultaneously which means changing the vertical motion.

Fig.13 and 14 illustrated the Take-off and landing motion of quadcopter

respectively.

Take off and landing motion are the tough tasks to be carried out where

weight and lift aerodynamic forces come into action.

During take-off motion the left and right propellers rotate clockwise also

the front and rear propellers rotate anticlockwise.

50

Fig.16. Take-off motion

Fig.17. Landing motion

3.6.2. FORWARD AND BACKWARD MOTION

Forward (backward) motion is control by increasing (decreasing) speed

of rear (front) rotor. Decreasing (increasing) rear (front) rotor speed

simultaneously will affect the pitch angle of the Quadcopter.

51

The forward and backward motions of Quadcopter are represented in

fig.15and fig.16.

Fig.18. Forward motion

Fig.19. Backward motion

3.6.3. LEFT AND RIGHT MOTION

For left and right motion, it can control by changing the yaw angle of

Quadcopter. Yaw angle can control by increasing (decreasing) counter

(clockwise rotors speed while decreasing (increasing) clockwise rotor

speed. Fig17 and 18 show the right and left motion of the quadcopter.

52

Fig.20. Right motion

Fig.21.Left motion

3.6.4. HOVERING OR STATIC POSITION

The hovering or static position of Quadcopter is done by two pairs of

rotors are rotating in clockwise and counter (clockwise respectively with

same speed.

By two rotors rotating in clockwise and counter (clockwise position, the

total sum of reaction torque is zero and this allowed Quadcopter in hovering

position.

53

4. RESULT AND DISCUSSION

4.1. WEIGHT ESTIMATION

To find out the maximum permissible weight, the maximum thrust

produced by the Motors are taken since there is no tilt (i.e. fixed motors).

From the calculated thrust the total maximum permissible weight will be

estimated and it should be greater than that of total maximum Thrust.

Fig.22.Co-ordinate system

Thrust produced by the Motors is

T=T1+T2+T3+T4

Since directional and other maneuvers are obtained by varying the rpm

using Multi copter board full thrust produced by a motor can be used for

hovering.

So,

54

T1= T2= T3=T4=0.85kg

T=0.85+0.85+0.85+0.85

Therefore the total resultant thrust produced by the rotors is = 3.4kg.

Hence we take the Maximum Permissible weight as, 2.5kg (without

payload)

4.1.1. WEIGHT ESTIMATION OF COMPONENTS

Table6. Weight estimation of components

Sl.No. COMPONENTS Number WEIGHT(kg)

1 Motors 4 0.280

2 Battery 2 1.690

3 Multi copter KK

board 1 0.021

4 Accessories(wires,

nuts, bolts) 0.080

5 Propellers 4 0.020

6 Acrolyte sheet 2 0.060

7 Al rods 4 0.200

8 ESC 1 0.104

9 Receiver 1 0.015

10 Foam board 1 0.050

11 Permissible Payload ANY 0.400

TOTAL 2.740

The total Calculated Weight of the Components is 2.340kg.

4.2. CENTRE OF GRAVITY CALCULATION

Centre of Gravity is the point at which the entire weight of the object

(aircraft) acts. This Quadcopter has been constructed in the squared

platform.

55

Hence the CG of a square lies at its centre or the point of intersection of

its diagonals. The following figure is the pictorial representation of the

quad-copter.

Fig.23. Centre of gravity representation

Since the CG is located at the centre All the Components are placed with

respect to CG. The Motors and Electronic Speed Controllers are placed at

equidistance from CG.

4.3. ENDURANCE CALCULATION

Endurance is the maximum time that an aircraft can fly within the given

fuel.

It depends on certain characteristics such as given below,

Maximum weight = 2.7 kg

56

Available thrust = 3.4 kg

2.7

3.4= 0.79 ---> Thrust to Weight ratio

Power available = V*I Wh

= (8Ah*14.8V)*2

= 236.8 WH

Maximum output power per motor = 243 W

Power required = 243*0.79

= 191.97 W

For 4 motors P = 767.88 W

Endurance = power available

power required

= 236.8 wh

767.88 w=0.3084*60

Endurance = 18.5 mins

4.4. CATIA MODELLING

The Amphibious Quad-copter has been designed using CATIA V5 R20

the complete model has been rendered in two phases.

4.4.1. AMPHIBIOUS QUAD-COPTER WITH CONVENTIONAL

LANDING GEAR.

Each components of the amphibious quadcopter are designed in part

design work bench.

After finishing it, each of the components are assembled in the assembly

work bench.

57

Fig.24. Amphibious Quad-copter with Conventional landing gear 3D.

Fig .25. Amphibious Quad-copter with Conventional landing gear 2D

4.4.2. AMPHIBIOUS QUAD-COPTER WITH LIVE IMAGING OR

IMAGE RECORDER.

In this, amphibious quadcopter is designed with the camera for live video

recording and photography. This type of quads will help in taking

underwater photographs.

58

Fig.26. Amphibious Quad-copter with live Imaging or Image Recorder 3D

Fig.27.Amphibious Quad-copter with live Imaging or Image Recorder 2D

4.5. CFD ANALYSIS

Through CFD the aerodynamic forces and its Coefficients given below

are analyzed,

Lift and Drag,

Lift and Drag Coefficients,

59

Static and Dynamic Pressures,

Total Pressure and Pressure coefficients,

Kinetic Energy,

Skin Friction Coefficient,

Velocity Vectors and Path lines.

For the fluid flow analysis in amphibious quad copter various velocities

Ranging from o.1 m/s was analyzed. To counter balance the total weight

Of Quad copter, minimum 0.3 m/s velocity is required.

Hence all the aerodynamic forces and its coefficients were analyzed

based on this velocity results.

Fig.28. Coefficient of lift

Maximum Coefficient of Lift is 0.5 for Quad copter at o.3 m/s velocity.

Lift force is 2.29e-01

60

Fig.29. Drag Coefficient

Maximum Coefficient of Drag is -0.90 for Quad copter at 0.3 m/s

velocity. Drag force is -0.03122

Fig.30. Coefficient of Moment

Maximum Coefficient of Moment is 0.0310 for Quad copter at o.3 m/s

velocity. Moment is -0.00224s

61

Fig.31. Coefficient of Pressure

Above figure represents contours of pressure coefficient for quad copter.

Maximum values are indicated by Red color and minimum valuess are

indicating by blue color. Maximum value is 3.60e-02 and minimum value

is -1.63e-02

ss

Fig.32. Coefficient of Static Pressure

Above figure represent contours of static pressure around quad copter.

Maximum value is 5.89e-01 pa and minimum value is -2.70e-01pa.

62

Fig.33. Dynamic Pressure

Above figure represent contours of dynamic pressure around quad copter.

Maximum value is 1.09e-01 pa and minimum value is 1.29e-04pa.

Fig.34. Absolute Pressure

Above figure represent contours of Absolute pressure around quad copter.

Maximum value is 1.01e+05 pa and minimum value is 1.01e+05pa.

63

Fig.35. Total Pressure

Above figure represent contours of total pressure around quad copter.

Maximum value is 5.65e-01 pa and minimum value is -2.43e-01pa.

Fig.36. Kinetic Energy

Above figure represent contours of Turbulent Kinetic Energy around quad

copter. Maximum value is 7.02e-01m2/s2 and minimum value is 2.06e-

01m2/s

2.

64

Fig.37. Shear Stress

Above figure represent contours of Wall Shear Stress around quad copter.

Maximum value is 6.97e-03 pa and minimum value is 1.10e-03 pa.

Fig.38. Skin Friction Coefficient

Above figure represent contours of Skin Friction Coefficient around quad

copter. Maximum value is 4.55e-04 and minimum value is 2.40e-05.

65

Fig.39. Velocity vectors

Above figure represents velocity vectors acting on quad copter at 0.3 m/s.

Fig.40. Path lines

Above figure represents path lines acting on quad copter at 0.3m/s.

66

4.6. RESULTS

Maximum Coefficient of Lift is 0.5 around Quad copter at 0.3 m/s

velocity. Lift force is 2.29e-01.

Maximum Coefficient of Drag is -0.90 around Quad copter at 0.3 m/s

velocity. Drag force is -0.03122.

Maximum Coefficient of Moment is 0.0310 around Quad copter at 0.3 m/s

velocity. Moment is -0.00224s.

Pressure coefficient for quad copter. Maximum value is 3.60e-02 and

minimum value is -1.63e-02.

Static pressure around quad copter. Maximum value is 5.89e-01 pa and

minimum value is -2.70e-01pa.

Dynamic pressure around quad copter. Maximum value is 1.09e-01 pa

and minimum value is 1.29e-04pa.

Absolute pressure around quad copter. Maximum value is 1.01e+05 pa

and minimum value is 1.01e+05pa.

Total pressure around quad copter. Maximum value is 5.65e-01 pa and

minimum value is -2.43e-01pa.

Turbulent Kinetic Energy around quad copter. Maximum value is 7.02e-

01m2/s

2 and minimum value is 2.06e-01m

2/s

2.

Wall Shear Stress around quad copter. Maximum value is 6.97e-03 pa

and minimum value is 1.10e-03 pa.

Skin Friction Coefficient around quad copter. Maximum value is 4.55e-04

and minimum value is 2.40e-05.

5. CONCLUSION

The Amphibious Quad-copter with a conventional Landing Gear has been

Successfully designed using CATIA V5 R20 and has been analyzed for the

Aerodynamic forces, moments, Pressure variations, Kinetic Energy

acquired, Shear stress acting on it etc. The Aircraft has also been designed

with Camera circuit capable of live imaging and recorded Imaging. We

67

have a scope, In Future the Aircraft will be Fabricated Along with imaging

Circuit Geo tagging and GPS recording will also be incorporated.

6. REFERENCES

1. Study of Unmanned Aerial Vehicles PhD Thesis, Carnegie Mellon

University, U.S.A, 2001

2. Classification of unmanned aerial vehicles Mech eng 3016

Aeronautical Engineering Dr. Maziar Arjomandi.

3. Comprehensive System Identification Of Ducted Fan UAV A Thesis

Presented To The Faculty Of California Polytechnic State University San

Luis Obispo.

4. Ducted Fan UAV Modeling and Simulation In Preliminary Design

Andy Ko, Osgar John Ohanian And Paul Gelhausen AVID LLC,

Blacksburg, VA, 24060

5. Development Of A Dynamic Model Of A Ducted Fan VTOL UAV A

Thesis Submitted In Fulfillment Of The Requirements For The Degree Of

Master Of Engineering, Hui Wen Zhao B.Eng.

6. R.H Stone and G.Clarke. The T-Wing: A VTOL UAV for Defense And

Civilian Applications, UAV Australia Conference, Melbourne, 2001.

7. Applications for Mini Vtol Uav for Law Enforcement, Douglas

Murphya and James Cyconb. Spie Proc. 3577: Sensors, C3i, Information,

And Training Technologies For Law Enforcement, Boston, 1998.

8. Tri-rotors uav stabilization for vertical takeoff and hovering. J.cristofol,

y. Hertienne, m. Lafleur, b. Verguet and s.vitu. Undergraduate students,

ecole centrale delectronique, paris, france.

9.Collaborative uav study. Tan han rong, ronald. Department of

mechanical engineering, national university of singapore.

10. Study of a propulsion system for a mini uav.mudrone project, ensmm,

besanon. B.le.solliec, s.bourgaigne1, b.salhi, c.stephan, p. Paquier,

68

members of the propulsion system work team ensmm coordinator of the uav

project ensmm (national superior school of mechanics and microtechnics)

11. Unmanned air vehicle (uav) ducted fan propulsion system design and

manufacture submitted by wah keng tian department of mechanical

engineering. In partial fulfillment of the requirements for the degree of

bachelor of engineering national university of Singapore.

12. Kk multicontroller v.5.5 blackboard the multicopter flight controller

based on the original design by Rolf bakke (kapteinkuk) with modifications

by jussi hermannsen and mike Barton.

13. The manual of multicopter control board i86l these papers are used to

study the electronic controls and to stabilize the uav by integrating it with

the components.

14. Plywood properties The Engineering Wood Association January

1997.

15. The Calculation and Design Of Ducted Fans A comprehensive study

done on design calculation.

16. Electrical Ducted Fan Components Hobby king.

17. Study of a propulsion system for a mini UAV Mudrone project,

ensmm, besanon. B. Le solliec, s. Bourgaigne, b. Salhi, c. Stephan.

18. Strength of materials by Rajput.

19. Solid Mechanics by Rajput.

20. Performance Study of A Ducted Fan System Anita I. Abrego,

Aerospace Engineer.

21. Investigation of Control Effectors for Ducted Fan VTOL UAV by

Richard Harris.

22. KK Multicopter Configuration based on the work of Rolf R Bakkec

original PCB.

23. Tricopter fabrication Tricopter build master thesis by Dan Salluce.

CATIA.

69

24. Tricopter wiring Wikipedia.

25. Material properties plywood a study on manufacturing materials.

DESIGN AND CFD ANALYSIS OF AN AMPHIBIOUS QUADCOPTER

Documents

Transcript of DESIGN AND CFD ANALYSIS OF AN AMPHIBIOUS QUADCOPTER