design and development of a micro air vehicle by drone ...aeromav.free.fr/mav08/team/daero/doc/drone...
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Pioneering Autonomous and Intelligent
Systems
Aerospace Systems Pvt Ltd
&
D C E nte rp ris e s
HISTORY
Drone - ProfileStartup
Existence of the company under the ICA 1956Location & Facilities
JGI, Kanakapura RoadState of the Art Facilities
Management TeamExperts from the area of Aerospace, Mechanical, Electronics, Software, Business administration and Military related
BoardProfessionals from different streams (5)
D C Enterprises - Profile
• Estd. 2000• Manufacturers of High Performance, Ultra
Light Micro Brushless Motors• Applications – MAVs • Weight – 1.3g – 12g• Thrust – 12g – 300g• Input Power – 2W - 50W
Infrastructure• 300 Acre Campus – Jain Global Campus• 2500 Sq. Ft. Lab, 500 Sq. Ft. Office• Software/Developmental/Simulation Tools
• Inventor, ANSYS, MatLab, Eagle PCB• Atmel Development boards for Arm Architecture with Olimex
JTAG Debugger• Flight Gear• GNU Toolchain
• Machinery – Lathes, Milling M/c, Shaping, Drilling• Systems and Peripherals –
• 15 Desktops (Dual Core - 64 Bit systems)• 6 Notebooks• 2 Laser Printers & Scanners
• Skill Set / Man Power – 9 Members with Diverse Backgrounds
TEAM DRONEName Domain Prior Experience
Micro/Nano 15 Years
12 Years
5 Years Honeywell
Electronics 3 years
Software 3 years
Communications 3 years Robert Bosch
Software 7 years DEL
Micro Systems 3 years
Aero 3 years
Mechanical 3 years
Consultants (3) 25years
Advisor&BOD 25years Honeywell
Krishna Venkatesh NAL/BEML/IISc/ADA/VTU
Sayanu Pamidighantam RF/MEMS Chartered/IMEC/IISc/BEL
Krishna Kishore AF/Mechatronics
Hemanth Kumar V Wipro/Cosmic Circuits
Chandrahasa Reddy N Applibase
Nithin Prakash
Himesh M
Shirish Krishnamurthy RMIT, SUT
Amaresh H*** Infotech
Naveen T N Diamant
Anand V Kulkarni
MICRO AND MINI AIR VEHICLES
AERIAL ROBOTS WITH 6 DOF
NEED HAZARDOUS AREAS
URBAN CANYONS
OVER THE HILL
BUILDING INTERIORS
BASEMENT
THESE HAVE TO BE UNMANNED OPERATIONS
MICRO < 6 INCHES
MINI >6 INCHES <72 INCHES
Design and Development of a Micro Air Vehicle
*Krishna Venkatesh, *Krishna Kishore, , *Chandrahasa Reddy, *Hemanth Kumar V, *Nithin T P,
** N Chandrashekhar, **Uttam Chandrashekhar , ***Gopalakrishnan K
*Drone Aerospace Systems, Bangalore **DC Enterprises, Bangalore, ***Anna University, Coimbatore
Problem Statement
Handle hostage rescue mission with MAV and UGV which are autonomous or tele-operated. The mission involves:
– Reconnaissance and surveillance of the hostile territory by MAV and transmission of information to a GCS to assist in situational awareness and location of the hostages housed within a building
Problem Statement
– Deployment of UGV based on the information relayed from the MAV to the GCS to aid in obstacle, mine detection and path planning to initiate a commando rescue mission
– Time duration 40 minutes
Conceptual SolutionSystemic multi-vehicle approach adopted with three MAV and one UGV used in conjunction
– MAV 1 to fly in auto mode at an altitude of about 200ft plus to gain situational awareness, assist in mapping various obstacles and aid in path planning by transmitting details of the action zone to the GCS
– MAV 2 to be tele-operated to land on an opposite building to perch and stare
– MAV 3 to fly around the building to give whereabouts of the location of the hostages based on an acoustic signature
– UGV to be tele-operated to determine the path commandos need to take based on MAV’s inputs
Air Vehicle• Material: Depron, EPP, Corrugated Plastic
• Propulsion and Lift system:– Burshless DC motor operating at about 12K-15K rpm and
capable of 230g thrust– Speed controller– 2cell Li-Po with operating voltage of 7.4V to support 20 minute
flight
•Guidance, Navigation and Control
Auto Pilot System
Paparazzi open source project from ENAC
Indigenously developed using inertial sensors
Approach A Approach B
Consists:
Thermal sensor
U-blox GPS
Consists:
U-blox GPS
One 3-Axis accelerometer
One single and One dual axis rate gyroscope
3-Axis magnetometer
Both systems are capable of way point navigation through a pre-defined set of way points and employ PID based control loops to maintain attitude and altitude in flight
Stability Augmentation System
Approach AEmploys pair of thermal sensors for each axis and mounted with their field of view in opposite directions. Difference in the measured radiation between pair of sensors, can be used as a measure of the tilt along the axis
Approach BEmploys MEMS based gyros accelerometers and magnetometers. The angular rates and accelerations along each axis is processed by Extended Kalman filter algorithm to estimate the attitude. PID controllers maintain attitude and altitude
Navigation
Approach AModes: Manual R/C control, Stabilized control, Full autonomous APS uses GPS derived position
to navigate between points
Approach BModes: Rate control, Absolute control, Guided control, Full autonomous
In the first 3 modes, APS takes input from operator at the GCS for flightIn Full autonomous mode, the APS is in full control of the MAV
GCS/Joystick
Autonomous
Guided Control
Absolute Control
Rate Control
Flight Plan
Desired Heading Altitude
Desired Roll/Pitch
Servos
Control system architecture
Base Station
MAV/ UGV
2.4GHzVideo
900 MHzTelemetry/Telecommand
Overall system architecture
System Architecture
Flight Termination System
Approach AReturns to home position in case of loss of link or exceeding pre-defined set boundaries
Approach BOperator takes control of MAV by switching modes to rate control. From safety perspective the system is designed to switch to pre defined servo position as and when it loses contact link with the GCS
Payloads
Sensor SuiteMAV/UGV Communications
GCS to MAV/UGV Communication
Power Management System
Payloads
GNC Sensors
Mission Sensors
GNC Sensors: The APS helps to navigate and stabilize the MAV based on the output of the IR/MEMS based sensors of accelerometers, rate gyros as the case may be and waypoint navigation is accomplished with the assistance of the GPS and magnetometer
Mission Sensors: Wireless CCD and CMOS cameras operating at 900 MHz/2.4GHz for mapping the action zone and to assist in tele-operation of the MAV’s. A miniature electret condenser microphone is also employed to aid in detection of the location of the hostages.
MAV/UGV Commmunication: The MAV is flown over the drop zone continuously streaming live video to the GCS and the UGV. The UGV uses this video to build a map and path planning algorithm is executed to determine the path that is to be traversed to reach the destination.
Payloads
GCS to MAV/UGV Commmunication: The GCS sends control and configuration information to the MAV and UGV. It configures the hardware and sensors before flight and provides operator control data to the vehicle during the mission. It also receives the position and state information from the vehicle for displaying to the operator.
Power Management System:
Approach A - ESky 2S 800 mAh, 7.4 volts Li-Po Cells
Approach B - Thunderpower 2S 1320 mAh,7.4V Li-Po Cells
The same also power a Maxxstream / radiotronix radio modem for communication with the ground station operating at 900 MHz/2.4GHz /868 MHz frequency range as the case may be. A DC-DC converter is employed to power the camera at 12V.
Mission Operations• Flight Preparations
– System, sub-system check and briefing for members
– Inter-operable tasks to ensure members are conversant with
all aspects of flight
– Testing at remote locations
• Man/Machine Interface– The operator can command the vehicle through the joystick,
plan the mission and upload the flight plan or also tele-operate
through a commercial RC
– Visual feedback includes a video presented in real time and
the current position of the vehicle overlayed
• Route Planning/Commando Control– Based on input received at GCS/UGV the UGV shall be tele-
operated and the commandos asked to follow the UGV
– The commandos shall be in radio contact at all times
Risk Reduction• Vehicle status including shock/vibration isolation and
EMI/RFI solutions– Shock/vibration minimised by employing rubber mounts for electronic
boards
– EMI/RFI interference is addressed by shielding RF circuits by copper foil
and placing subsystems away from each other
• Safety– Trials held away from human habitation
– Every member is assigned pre-defined roles to avoid confusion and is
held responsible for their respective roles and safety of the entire team
and system
– Defective items discarded immediately to avoid being used unknowingly
• Modelling and Simulation
– Virtual reality based environment for GCS gives
enhanced vision and beyond visual range pilot control
– Flight Gear employed to build a GCS solution
– Additional software developed to interface Flight Gear
with the actual aircraft
– Enhanced vision and training
– Proposed to employ the mathematical models of the
airplanes developed to be integrated with flight gear
to assist in simulator based training
• Testing
– Component level, subsystem and system testing
– Large scale testing needs to be undertaken to tune
APS and develop ruggedized system
Ground Vehicle(Commercially available electric RC truck)
Image Mosaicing
Feature based location of the paths
Local Path Planning (UGV)
Global Path Planning (MAV)A map of the whole area generated by image mosaicing algorithm.Points on the ground are mapped by GPS, altitude data and field of view of camera of MAV by visual odometry
Straight line paths are identified. The ends of straight lines are regarded as Waypoints. Optimal path with minimum distance as criterion is generated
Gobal path identified by MAV is input for UGV. Laser range finder is used to detect small obstacles in UGV’s path in conjunction with cameras mounted on UGV. Land mines detected based on colour pattern recognition
Conclusion
• Systems when developed completely and integrated would be capable of performing the mission as desired
• Provide a platform to adapt to other situations as spin off’s of these developments
References• Mujahid Abdulrahim, Roberto Albertani, Paul Barnswell, Frank Boria, Dan Claxton, James
Clifton, Jos Cocquyt, Kyu Ho Lee, Shawn Mitryk, Dr. Peter Ifju, “Design of the University of Florida surveillance and endurance micro air vehicles”, Department of Mechanical and Aerospace Engineering, University of Florida
• Design of a Micro Air Vehicle (MAV), Project Report, Department of Mechanical Engineering, Institute of Technology, Linkoping University
• Gheorghe Bunget, “BATMAV: A Biologically-Inspired Micro-Air Vehicle for Flapping Flight – Kinematic Modeling”, Project Thesis, Mechanical Engineering, North Carolina State University, 2007
• T. Spoerry1, Dr K.C. Wong, “Design and development of a micro air vehicle (av) concept: project Bidule.” School of Aerospace, Mechanical and Mechatronic Engineering, University of Sydney, 2006
• Michael R. Reid, “Thin/Cambered/Reflexed airfoil development for micro-air vehicles at reynolds numbers of 60,000 to 150,000”, Master of Science Thesis, Rochester Institute of Technology, 2006.
• Raunaq Bhushan et.al, “Design and development of SDSMT aerial robotic reconnaissance system”, IARC, 2007.
Thank You