Reconnaissance Unmanned Aerial Vehicle Muhammad Ahsan, Kashif Abbas, Adnan Zahid, Adil Farooq, S.Mashhood Murtaza Department of Electronics Engineering International Islamic University Islamabad Islamabad, Pakistan
Abstract In this paper we discuss the design and development of highly cost effective, semi-autonomous reconnaissance Unmanned Aerial Vehicle (UAV) for safe flights in close environments, with real time video feedback. The design and development is based on the modifications/up gradations, (predicated on the results of several small experiments), of a very low cost, small sized toy helicopter, and a simple non-linear control system designed for the intelligent UAV features. The developed UAV helicopter has been successfully test-flown at higher altitudes, with heavier payload, for longer period as compared to similar helicopters developed at much higher costs.
KeywordsHelicopter, Pay load, Cost effective UAV, BLDC, WCR I. INTRODUCTION In the world of today Unmanned Aerial Vehicles have become a necessary part of a countrys strategic technology. It can serve as a platform for many applications and for pure academic research [1], [2]. A huge market is currently emerging from the potential applications and services offered by unmanned aircrafts. If we pay attention to civil applications, a wide range of scenarios appear, for instance remote environmental research, fire-fighting management, security; e.g. border monitoring, agricultural applications, oceanography, communication relays for wide-band applications. In general, all of these applications can be divided into four large groups: environmental applications, emergency-security applications, communication applications, and monitoring applications [3]. Diverse methods such as approximated linearization [4], neural network [5], [6] and learning control [7], have been used to design flight control laws for the Unmanned Aerial Vehicle (UAV) helicopters to improve performances of automatic landing, hovering and automatic flights [8]. A typical UAV vehicle should consist of the following essential components: 1) A physical aircraft with engines or motors to perform some basic flight functions; 2) A simple avionic system to implement flight control systems [5]. Such a system should include: a) An airborne computer system to collect data, to execute flight control laws, to drive actuators and to communicate with a ground supporting system b) Necessary sensors to measure signals and actuators used to drive the control surfaces c) A communications system to provide wireless communication, which contains two duplex transceivers, one is airborne and the other is on the ground d) An airborne power supply system e) An automatic flight control system; 3) A ground supporting system, which includes: a) A full duplex transceiver to provide wireless communication with the aircraft b) A computer system to pre- schedule flight courses and collects in-flight data. [1] It is noted that the Military UAVs use specific control designs specially tailored to the particular surveillance mission that they will implement [3]. However, a civil UAV should be able to implement a large variety of missions with little reconfiguration time and overhead, if it must be economically viable [9]. II. DEVELOPMENT OF THE DESIGN We have used a 2KD design (horizontal Tail Rotor) in the project because it is inherently stable during flight and provides a good basis for research. The design has Double Rotor Blade configuration that ensures small size and good thrust as shown in Fig.1. More importantly, it is a very cheap design (see table III), which makes it easier for us to upgrade the Radio Controlled (RC) helicopter into a UAV helicopter system. It is ideal for serving as the basic aircraft in a UAV helicopter. The size of the helicopter is listed in Table I. TABLE I. SIZE OF THE HELICOPTER Full length 1980mm Main Rotor Diameter 617mm Total Height 556mm Tail Rotor Diameter 210mm A. Design Experimentation A number of experiments based on effects like Pendulum effect, Fulcrum effect, Centre of Gravity (C.G) and Tail Rotor Positioning were designed and performed on the above described initial design, in order to find the best possible modifications for optimum results. 1) Tail Rotor Positioning: In this experiment we tried to reduce the size of helicopter. We removed the tail rotor along with tail boom and placed the tail rotor under the main rotors. In this way the size 978-1-4673-4886-7/12/$31.00 2012 IEEE 49 was reduced but forward and backward motion was drastically reduced. We then replaced the tail motor with a BLDC motor, due to its very large rpm and small size, and the results were very encouraging. It was a very small size helicopter without a tail rotor but still moving just like an ordinary helicopter. 2) Pendulum Effect: In this experiment we removed the tail rotor assembly completely, so that the helicopter could move only upwards or downwards. We then designed a special battery compartment to replace the Lithium-Polymer (Li-po) battery without having to open the front hood all the time. Now placing the battery more to the front or back of the compartment and flying the helicopter; it performed a pendulum like to and fro motion while moving in the direction where battery had been placed. In this way another small size design was created. 3) Centre of Gravity and Fulcrum Effect: This modification was made while balancing the weight of added modules on the helicopter. The centre of gravity of a helicopter is right under the main rotors. We used fulcrum effect while placing the camera and control module on the helicopter i.e. camera being light weight was placed at the front end and its battery being a bit heavy was placed near the main rotors. A light weight far from Centre of Gravity (C.G) with a little heavy weight near the C.G balanced the load. B. Design Modifications Based on the findings of the above experiments we decided to introduce the following modifications in the toy helicopter to achieve the desired functionalities. 1) Modified Assembly Following are the components and systems we added in our design. A carbon fibre rod and specially designed small mechanical parts to incorporate several modules on the helicopters body, Special heat sinks for motors of the main rotors, IR Range Finders that serve as the basic sensing units, Brush-Less DC (BLDC) Motors to implement the Wrong Command Rejection and Optimization (WCRO) Algorithm, An AVR based Isolated modular System that serves as the main controlling unit, Payload capability enhancing module, Wireless video camera. One important problem we encountered was that the motors started to get heated up after sometime during the flight. We incorporated our specially designed heat sinks inside the body to overcome this problem. We identified the empty spaces inside the helicopters body near the main motors and placed the heat sinks there, so that they connect with the body and whole body becomes a heat sink; effectively increasing the heat dissipation. The desired final result was to ensure safe flights and crash avoidance. To achieve this purpose we decided to use Infra Red (IR) Range Finders and BLDC motors. The challenge was to place them on the helicopters body so that they monitor a good effective area around the helicopter. For this purpose a Carbon Fibre rod was passed through the centre of the body on which two IR Range Finders and BLDC Motors were mounted using specially designed fittings. The rod is firmly held at the centre using some specially designed mechanical parts placed on the body.
Figure 1. Final Design One of our main objectives was to increase the payload carrying capability of our design. To achieve this functionality a payload carrying capability enhancing module was specially designed that incorporated power (Metal Oxide Semiconductor Field effect Transistors) MOSFETs and Opto- isolators. To avoid overheating of these MOSFETs we decided to attach them to the helicopters body using mica sheet. This allows better heat dissipation but ensures electrical insulation from the body. A wireless camera has also been placed at the front end as shown in Fig.1 to provide video surveillance. Finally we needed a main controlling unit that would help implement the novel designed WCRO algorithm. For this purpose an AVR ATMEGA 88 based isolated embedded system was designed to serve as the main controlling unit and was placed under the front hood near the helicopters own receiver module. After incorporating all the changes; the final design gives a very stable flight and because the BLDC motors are placed out of the wing span of the main rotors a very small time operation of these motors provides sufficient counter torque to bend the helicopter in a direction away from the obstacle. The weight of all the extra parts is properly propagated throughout the system to ensure proper manoeuvring during flight. 2) Functions and Results a) Payload Carrying Capability Enhancement This is one of our main achievements. Normally these toy helicopters are designed to carry only their own weight. To make the helicopter capable of carrying the extra load of added modules; we increased the operating battery voltages from 7.8V to 11.1V, 1.8A. The motors have a maximum rating of 14V and we are operating in a safe range. To achieve this task we had to go through a series of experiments with various Power MOSFETs incorporated in place of original Field effect Transistors (FETs) i.e. D150 used in the starting model. 978-1-4673-4886-7/12/$31.00 2012 IEEE 50 The problem we encountered in achieving this feature was that there was not enough voltage for the gate drive available at the receiver circuits original FETs. To overcome this problem we conducted a complete study of the receiver circuit, did reverse engineering on it and extracted signals at different points as shown in Fig. 2. A total of 200mW power is being consumed by the transmitter module and is working on the principle of PPM (Pulse Position Modulation). There are two power ports for the two motors of the main rotors being powered through the FETs as numbered. Then there is a small port for the tail rotor. The receiver-transmitter radio set operates at a frequency of 40 MHz. A Piezoelectric Gyroscope is used on the tail rotor (pitch) control to counter wind-and torque-reaction-induced tail movement. The gyroscope electronically adjusts the control signal to the tail rotor.
Figure 2. The receiver Circuit Separated To overcome the problem of handling extra current from the higher voltage battery, we needed a high current handling Power MOSFET to replace the original FETs i.e. D150. A Power MOSFET P75N75 appeared as the best choice to handle extra current at increased battery voltage and had sufficient switching speed to handle the incoming signal, but it required more gate drive voltage than available on the receiver board. To overcome this pitfall we decided to use the original FETs of the receiver module to drive an Opto-isolator, which in turn switches and provides the required gate drive voltage for the Power MOSFETs and enhance isolation. In this way the problem of driving motors at increased voltages was solved in the most cost effective manner by the reutilization of the redundant D150 FETs. The helicopters own weight is 550g and there is an extra added weight of 410g of different modules making the final designs weight being 960g. The helicopter was first tested successfully with all this weight for 9 minutes at a height of 8m above the ground. The helicopter was later also successfully tested with an additional payload of up to 2kg. b) The Sensing System The sensing system comprises Sharp GP2Y0A710YK0F Package Infra Red (IR) RANGERS [15], [16]. This sensor takes a continuous distance reading using the principle of Triangulation and a small linear CCD array to compute the distance and/or presence of objects in the field of view, and returns a corresponding analogue voltage with a range of 100cm (40") to 550cm (~216"). The output range-to-voltage relationship of these sensors is non-linear and to use it properly we Linearized [17] it, in MATLAB using a Linearizing Function that gives a straight line approximation of the voltage from 0.8m-5.5m as shown in Fig.3. We took voltage readings for every 1 distance variation from the sensor in the specified range. In this way we were able to better visualize the voltage varies in accordance with the range and it was easier to take decisions based on range. These sensors have been chosen because of their long range data acquisition, optimized shape, no mechanical contacts, high level of accuracy, and encapsulated systems ensures independence from environment and optical interference. They have very low range-to-voltage deviation and allow easy attack and planning of the tactical situation as they can be easily interfaced with any modern system using analogue-to- digital (A/D) conversion and as the range is user configurable, they can be used for both long and short range sensing applications. Here we have only described the working of these sensors; the inter-linkage of these sensors with other modules is explained in Section III.
Figure 3. IR Range Finders original and Linearized range-voltage curve c) Isolated Embedded System The core component of a UAV model is a central control system that manages the flood of data from the sensors and generates specific actuator signals under a specific algorithm. A special ATMEGA88 based generic board was designed to serve as the main control unit for the system for implementation of WCRO Algorithm. ATMEGA88 was chosen because of its small size and distinct features like 7 ADC channels (10bit), 6 Pulse Width Modulation (PWM) channels, Static Clock (20MIPS at 20MHz), 16 bit Timers/counters, etc. The generic board acts as the brain of the system that receives the signals from the receiver circuit and 978-1-4673-4886-7/12/$31.00 2012 IEEE 51 IR sensors, interprets them and generates the required signals for BLDC motors, acting as actuators, when necessary. The problem encountered by such system is the possible distortion, at any time, in any of the above mentioned signals, due to their interference with one another and with the noise introduced by the back emf. We eliminated the signals interference problem by introducing Opto-Isolators in their paths. The same Opto- Isolators, being in the motors drive path, also block their back emf noise. This module operates at a frequency of 12MHz. The brushless motors inclusion is described in the next section.
Figure 4. Block Diagram of Isolated Modular System d) BLDC Motors for WCRO Algorithm Implementation One of the main problems we faced was to implement WCRO Algorithm by operating the BLDC motors. Acting as actuators, they require very specific PWM pulses combinations to first setup and then run. In order to find them we designed a manual control electronic board that could generate different duty cycles pulses [14]. We used it to observe the timing pulses, frequency, delay time, duty cycle and other parameters for motor speed control. In the final design we used very small sized BLDC motors with an Electronic Speed Controller (ESC) of 7.8V, 7A. PWM pulses generated from ATMEGA 88 controller pass through ESC and then operate the motors as shown in Fig. 4. BLDC motors provided very accurate control in manoeuvring the helicopter near obstacles and being light weight, do not create any weight misbalancing issues. III. MODULES INTERLINKAGE & CONTROL SYSETM A complete Signal Flow Diagram has been shown in Fig.5. This flow control has been implemented using IR Range Finders of up to 5.5m range used for long range data acquisition. These sensors have been placed at specific places on the helicopter assembly to use them like a homing head giving a conformal/panoramic view in order to get a wider angle of view and larger search area without having to perform special manoeuvres e.g. snaking. The specified safe range of 1.5m has been preset in the programming which is easily reconfigurable. Whenever an obstacle comes in this range, the IR Range Finders detect its presence and report to the generic Data Acquisition and Control board. To master the flood of data from the sensors suite, the generic board circuit receives the sensor readings and input commands signals from the user radio. It monitors their individual and differential values, and if one or both sensors have reported presence of an obstacle, it means a wrong directional command, either intentional or accidental, has been given by the user. Making use of the differential signal it generates the respective actuator(s) signal to move the helicopter in a safer direction by powering the BLDC motors specially incorporated for this purpose. To get a wide angle of view the sensors were placed in a slightly tilted position on the carbon fibre rod so that each sensor senses in the opposite direction as shown in Fig.6.
Figure 5. Signal Flow Block Diagram
Figure 6. Sensors Placement and Area of View In this way the right side sensor senses and reports the left area of view for obstacles, when that happens the left sided Actuator/BLDC is powered at a predefined pulse width/time to produce just enough counter torque to turn the helicopter to the right an move it away from the obstacle on this side. Similarly the left side sensor scans the right side and upon its signal the left sided Actuator is powered to take a left turn. Now, as a special case, when both sensors report a head on collision possibility is reported and both the Actuators are fired up to stop the advancement of the helicopter, see Fig.7. Tests showed that this concept of placing the sensors at a skewed angle provides much better ranging and higher accuracy. 978-1-4673-4886-7/12/$31.00 2012 IEEE 52
Figure 7. Actuators Powering with respect to Sensors As both the Motors are powered from the separate external battery, through Opto-isolators and Power MOSFETs included specifically for them, no sudden changes in height occur and a safe height level from the ground is maintained and isolation of sensitive hardware and power section is ensured. In this way even in a close environment user can always be sure of safe flight and avoidance of crashes. With the inclusion of two IR Range Finders at an off-centre angle, while flying in a corridor, it can sense both left and right walls and keeps itself safe from crashing into the side walls. So, when the side walls are very close; it tends to bend left and right continuously, trying to keep itself steady, while flying forwards through the corridor. Also when an obstacle comes in bound from the front; both the sensors report and both motors are operated pulling the helicopter back despite the command from the user to go straight. The distance from the obstacle is also programmable from 1m-5.5m. With the implementation of WCRO Algorithm, see Fig.5, and incorporation of isolated modular system we have designed an optimum system for safe flights in closed narrow congested environments without having to bother for crashes or obstacles. The user can operate the system in semi- autonomous or fully manual mode. This is a new feature that is lacking in the available UAVs. We have used a very simple approach for the helicopter safety while keeping intact the original mechanical design and stability which is an inherent feature of these helicopters. TABLE II. FUNCTIONS AND CAPABILITIES Function Basic Capabilities Flight - Safe flight in close environment - Wireless video surveillance - Inherently stable design - Searching tunnels, caves and mines - Sports and media broadcasting - Wrong command rejection & optimization Sensors - IR Range finders (up to 5.5m) that can detect any obstacle in their path and provide Wrong Command Rejection capability Communication - Radio transmitter and Receiver operating at 40Mhz Control Unit - An AVR based embedded system that receives the user commands and the signals from IR Rangers and then generates the appropriate signals for various modules to ensure wrong command rejection and safe flight. IV. DESIGN COMPARISONS A comparison of our design with similar available designs is presented in the table III. (1$ = 92.5 PKR) TABLE III. COST AND PAYLOAD COMPARISON Design Cost ($) Payload (kg) HeLion helicopter [10] 5240 12 MikroKopter-hexacopter UAV [11] 1550 0.8 Knight Quad Arduino UAV [12] 750 0.5 BabyLion Helicopter [13] 600 0.5 Our Design 270 2.0
Almost all the UAV helicopter designs available are very costly and do not have proper safety mechanisms to avoid crashes. The designs that carry payloads are very expensive and are used for very specific applications. Our design presents an optimum solution providing the user a complete picture of the tactical situations at all times along with cost effectiveness, crash avoidance surety, a moderate payload carrying capability as well as video feedback. The proposed design has the capability of further payload enhancement, implementation of advance flight control techniques and can be used as a pre-requisite research platform for advance designs or network centric warfare. V. CONCLUSION The design proposed and developed modifies a small size toy helicopter into a very low cost complete UAV. The final design is capable of avoiding crashes, carrying small payloads and providing video surveillance. Our novel designed algorithms using BLDC motors and IR Range Finders as the major sensing units, virtually eliminate the possibilities of a crash. It also keeps intact the element of inherent stability of the original design resulting in a highly safe and stable system. We have also managed to introduce payload carrying capability and have successfully tested the design prototype with a maximum payload of up to 2.0kg. VI. FUTURE WORK In the future we are working on developing an Active Fault Tolerant Control Algorithm and Hardware for our design using Sliding Mode Control and Backstepping methods. Also in the course of development of our model several possibilities appeared, the use of which may lead to even better and advanced flight control mechanisms in the future enhancements of our design; especially the processing of video can be utilized for target locking, tracking, smoke/fire detection, fog navigation etc. The choice of 8 channel microcontroller allows plenty of room for interfacing more sensors like compass sensors, 2-3D Rate Gyros etc to implement advance flight control algorithms in a Sensor-to- Supervisory Command Control functional chain in the next stage of enhancements in our design. REFERENCES [1] Guowei Cai, Kemao Peng, Ben M. Chen and Tong H. Lee, Design and Assembling of a UAV Helicopter System, 2005 International Conference on Control and Automation 978-1-4673-4886-7/12/$31.00 2012 IEEE 53
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