DESIGN AND CFD ANALYSIS OFAN 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 1 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. 2 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 Dr.M.MADHESWARAN,M.E.,Ph.D,(IIT-BHU),MBA.,(Ph.D), Principal 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. 3 TABLE OF CONTENTS CHAPTER NO TITLE i ABSTACT i ii LIST OF TABLES vi iii LIST OF FIGURES vii iv 1. LIST OF SYMBOLS INTRODUCTION 2. 2.1 PAGE NO ix 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 LITERATURE REVIEW 7 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 2.7 ANALYSIS OF LANDING GEAR DESIGN AND STRUCTURAL ANALYSIS 17 17 OF LANDING GEAR 2.8 STYROFOAM PRODUCTION DESCRIPTION 4 18 2.9 2.10 Al EXTRUSION 18 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 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 3.5 23 27 3.4.4.2SPECIFICATIONS 28 3.4.5 BATTERIES 28 3.4.5.1SPECIFICATIONS 29 3.4.6 CONTROL BOARD 29 3.4.6.1SPECIFICATIONS 30 3.4.7 PROPELLER 30 3.4.8 ACROLYTE SHEET 31 3.4.9 FOAM BOARD 32 CONTROL SYSTEM 32 3.5.1 SOME GENERAL MULTIROTOR TIPS 32 3.5.2 SAFETY 33 5 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 3.6 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 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 6 44 4.1 WEIGHT ESTIMATION 4.1.1 WEIGHT ESTIMATION OF 44 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 7 LIST OF TABLES TABLE NO. 1. TITLE PAGE NO. 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 8 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 27. AMPHIBIOUS QUAD LIVE IMAGING 2D 49 9 28. AMPHIBIOUS QUAD LIVE IMAGING 3D 48 29. AMPHIBIOUS QUAD LIVE IMAGING 2D 49 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 10 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 11 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 12 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 UAV‟s 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 13 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 triphibians. 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, S36, 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. 14 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. 15 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 16 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. 17 Table 3.Design parameters SL.NO. 1 DESIGN SPECIFIED PARAMETERS RANGE Weight <5kg JUSTIFICATION Micro UAV fall under this category Since it is a micro 2 Altitude <1000m UAV its altitude is kept under low 3 Endurance Conventional Could be easy to quad-copter design and fabricate Hence it uses a 4 Wing type <5hrs electric propulsion system 5 Propulsion Electric More efficient and system propulsion less noisy 2. LITERATURE REVIEW 2.1. ANALYSIS OF MILITARY UAV, SHASHAKAR.C UAVs for military use were reduced to practice in the mid-1990s with the High-Altitude Endurance Unmanned Aerial Vehicle Advanced Concept Technology Demonstrator (HAE UAV ACTD) program managed by the Defense Advanced Research Projects Agency (DARPA) and Defense Airborne Reconnaissance Office (DARO). This ACTD laid the groundwork for the development of the Global Hawk shown in Figure (1). The Global Hawk flies at altitudes up to 65,000 feet for up to 35 hours at speeds approaching 340 knots while costing approximately 200 million dollars. The wingspan is 116 feet and it can fly 12,000 nautical miles which is considerably greater than the distance from the U.S. to Australia. Global 18 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 Smithsonian‟s 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 mimeticInnovation-Centre and is inspired by a bird called the swift. Micro air 19 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 DARPA‟s 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 20 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 21 our project and the amateur community represented by the DIY drone‟s 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-andmatched 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 drone‟s 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 drone‟s 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. 22 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 TakeOff 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. 23 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 24 payloads. Capable of 510 km/h (Boeing, 2005) in conventional flight the V22 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 25 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 smallrotary 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 26 (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 D‟ANGELO & ROBINSONLEVIN) These sensors are interfaced to an Overo processor, which sends highlevel 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, 27 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. 28 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. 29 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. 30 3. BUDGET ESTIMATION Table 4. Budget estimation SL.NO CONTENTS DESCRIPTION AMOUNT Studied CATIA V5 software and 1 designed the CATIA V5 components of training 10,000 quadcopter.Also assembled the components. Studied CFDANSYS software and 2 done the analysis CFD-ANSYS of designed training 10,000 quadcopter for various atmospheric conditions. 3 Data collection 4 Others Report and printouts. 1000 2000 3.3. PRELIMINARY DESIGN From these records the preliminary design has been set with an initial configuration which is given below 31 Table 5. Initial configuration Sl no PARAMETERS SPECIFICATION 1 Platform 2 Material Quad-copter Aluminum & Acrolyte JUSTIFICATION For more stability Lesser weight They can be frequently stopped with the rotor in a 3 Motor Brush less out defined angular runner 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 32 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 𝑻𝒉𝒓𝒖𝒔𝒕𝒂𝒗𝒂𝒊𝒍𝒂𝒃𝒍𝒆 > 𝒘𝒆𝒊𝒈𝒉𝒕 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. 33 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 𝑻𝒉𝒓𝒖𝒔𝒕𝒂𝒗𝒂𝒊𝒍𝒂𝒃𝒍𝒆 > 𝒘𝒆𝒊𝒈𝒉𝒕, 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 34 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 35 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) 36 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 37 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 38 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. 39 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 40 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. 41 3.5.2. SAFETY: Never have the propellers mounted when setting up your platform! A spinning motor without a prop isn‟t dangerous but a prop spinning at wide open throttle cut‟s flesh better than a hot sword. Therefore, never ever have the props attached when you‟re 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 ESC‟s 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/R‟s are set to 100% 42 If you have a computer-radio you can chose either airplane or helicopter mode. It doesn‟t really matter. The helicopter mode will have the advantage of setting a custom throttle curve for those who doesn‟t 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 doesn‟t: Try adding a bit of “down” trim on the throttle channel Try increasing the EPA on the throttle channel Try reversing the throttle channel 43 3.5.7.2. CALIBRATING THE THROTTLE RANGE ON THE ESC’S This is to ensure that all the ESC‟s 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 ESC‟s this step needs to be performed again. Never perform this step with the props mounted! 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 ESC‟s 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. Never perform this step with the props mounted! Turn on the transmitter and then the flight-controller 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 doesn‟t, reverse the channel in your transmitter. Move the Roll (Aileron) stick to the left. The right motor should speed. If it doesn‟t, reverse the channel in your transmitter. 44 Move the Yaw (Rudder) stick to the left. The front and back motor should speed up. If it doesn‟t, 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 don‟t the platform will be uncontrollable and flip heads over heals. Never perform this step with the props mounted! Turn on the transmitter and then the flight-controller 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 doesn‟t, note it, you‟ll fix this in the next step. Tilt the Quadcopter to the right. The right motor should speed up. If it doesn‟t, note it, you‟ll fix this in the next step. Rotate the Quadcopter to the right (clockwise). The front and back motors should speed up. If it doesn‟t, note it, you‟ll fix this in the next step. 3.5.7.5. REVERSING THE GYROS This is how you reverse the compensation direction of the gyros Make sure that the flight-controller is turned off 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 45 Turn of the flight-controller If more gyros need to be reversed, turn on the flight-controller and repeat the process. If you‟ve 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. Make sure that the flight-controller is turned off 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/R‟s 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 46 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 EPA‟s (End Point Adjustment) or D/R‟s (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. It‟s 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, ESC‟s and props. Always disarm the platform after you‟ve 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. 47 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 48 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. 49 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. 50 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. 51 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. 52 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, 53 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 2 1.690 1 0.021 5 Battery Multi copter KK board Accessories(wires, nuts, bolts) 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 TOTAL ANY 0.400 3 4 0.080 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. 54 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 55 Available thrust = 3.4 kg 2.7 3.4 Power available = 0.79 ---> Thrust to Weight ratio = 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. 56 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. 57 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, 58 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 59 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 60 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. 61 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. 62 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 2.06e01m2/s2. 63 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. 64 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. 65 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 7.02e01m2/s2 and minimum value is 2.06e-01m2/s2. 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 66 have a scope, In Future the Aircraft will be Fabricated Along with imaging Circuit Geo tagging and GPS recording will also be incorporated. 6. 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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 d‟electronique, 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, besançon. B.le.solliec, s.bourgaigne1, b.salhi, c.stephan, p. Paquier, 67 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, besançon. 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. 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