Tesi sul tema "Fixed-wing drone"

Thesis (MScEng)-- Stellenbosch University, 2012.
ENGLISH ABSTRACT: This thesis presents the analysis, design, simulation and practical implementation of a control system to achieve an accurate autonomous landing of a fixed-wing unmanned aerial vehicle in the presence of wind gust atmospheric disturbances. Controllers which incorporate the concept of direct-lift control were designed based on a study of the longitudinal dynamics of the UAV constructed as a testbed. Direct-lift control offers the prospect of an improvement in the precision with which aircraft height and vertical velocity can be controlled by utilising actuators which generate lift directly, instead of the conventional method whereby the moment produced by an actuator results in lift being indirectly generated. Two normal specific acceleration controllers were designed. The first being a conventional moment-based controller, and the second a direct-lift-augmented controller. The moment-based controller makes use of the aircraft’s elevator while the direct-lift augmented controller in addition makes use of the flaps of the aircraft which serve as the direct-lift actuator. Controllers were also designed to regulate the airspeed, altitude, climb rate, and roll angle of the aircraft as well as damp the Dutch roll mode. A guidance controller was implemented to allow for the following of waypoints. A landing procedure and methodology was developed which includes the circuit and landing approach paths and the concept of a glide path offset to calibrate the touchdown point of a landing. All controllers and the landing procedure were tested in a hardware-in-the-loop simulation environment as well as practically in a series of flight tests. Five fully autonomous landings were performed, three of these using the conventional NSA controller, and the final two the direct-lift-augmented NSA controller. The results obtained during the landing flight tests show that the project goal of a landing within five meters along the runway and three meters across the runway was achieved in both normal wind conditions as well as in conditions where wind gusts prevailed. The flight tests also showed that the direct-lift-augmented NSA controller appears to achieve a more accurate landing than the conventional NSA controller, especially in the presence of greater wind disturbances. The direct-lift augmented NSA controller also exhibited less pitch angle rotation during landing.
AFRIKAANSE OPSOMMING: Hierdie tesis verteenwoordig die analise, ontwerp, simulasie en praktiese implementering van ’n beheerstelsel wat ten doel het om ’n akkurate en outonome landing van ’n onbemande vastevlerk vliegtuig in rukwind atmosferiese toestande te bewerkstellig. Gegrond op ’n studie van die longitudinale dinamika van die vliegtuig wat as proeftuig gebruik is, is beheerders ontwerp wat die beginsel van direkte-lig insluit. Direkte-lig beheer hou die potensiaal in om die vliegtuig se hoogte en vertikale snelheid akkuraat te beheer deur gebruik te maak van aktueerders wat lig direk genereer in teenstelling met die konvensionele metode waar die moment van die aktueerder indirek lig genereer. Twee normaal-versnellings beheerders is ontwerp. Die eerste is ’n konvensionele moment-gebaseerde beheerder wat gebruik maak van die hys-aktueerder van die vliegtuig, en die tweede is ’n direkte-lig-bygestaande beheerder wat addisioneel gebruik maak van die flappe van die vliegtuig wat as die direkte-lig aktueerder dien. Vedere beheerders is ontwerp wat die lugspoed, hoogte, klimkoers, en rolhoek van die vliegtuig reguleer asook die “Dutch roll” gedrag afklam. ’n Leiding-beheerder wat die volg van vliegbakens hanteer, is ingestel. Die landingsprosedure en -metodologie is ontwikkel wat die landingspad sowel as die sweef-pad bepaal en wat terselfdertyd ’n metode daarstel om die posisie van die landingspunt te kalibreer. Die beheerders en landingsprosedure is in ’n hardeware-in-die-lus omgewing gesimuleer en deur middel van ’n reeks proefvlugte getoets. Vyf ten volle outonome landings is uitgevoer waarvan drie van die konvensionele normaal-versnellings beheerder gebruik gemaak het, en die laaste twee die direkte-lig-bygestaande normaal-versnellings beheerder. Die vlugtoetsuitslae bevestig dat die navorsingsdoel om ’n landing binne vyf meter in lyn met en drie meter dwarsoor die landingstrook te bewerkstellig, behaal is. Hierdie akkuraatheid is verkry in beide goeie atmosferiese toestande sowel as toestande met rukwinde. Volgens die vlugtoetse blyk dit dat die direkte-lig-bygestaande normaalversnellings beheerder ’n meer akkurate landing kan bewerkstellig as die konvensionele normaal-versnellings beheerder, veral dan in toestande met rukwinde. Die direkte-ligbygestaande normaal-versnellings beheerder het ook ’n laer hei-hoek rotasie tydens die landing vertoon.

Thesis (MScEng (Electrical and Electronic Engineering))--University of Stellenbosch, 2010.
ENGLISH ABSTRACT: This thesis presents the development of a stall prevention flight control subsystem, which can easily be integrated into existing flight control architectures of fixed-wing unmanned aerial vehicles (UAV’s). This research forms an important part of faulttolerant flight control systems and will ensure that the aircraft continues to operate safely within its linear aerodynamic region. The focus of this thesis was the stall detection and prevention problem. After a thorough literature study on the topic of stall, a model based stall prevention control algorithm with feedback from an angle of attack sensor was developed. This algorithm takes into account the slew rate and saturation limits of the aircraft’s servos and is able to predict when the current flight condition will result in stall. The primary concern was stall during wings-level flight and involved the prevention of stall by utilising only the elevator control surface. A model predictive slew rate control algorithm was developed to override and dynamically limit the elevator command to ensure that the angle of attack does not exceed a predefined limit. The stall prevention control system was designed to operate as a switching control scheme, to minimise any restrictions imposed on the existing flight control system. Finally, software in the loop simulations were conducted using a nonlinear aircraft model and realistic sensor noise, to verify the theoretical results obtained during the development of this stall prevention control strategy. A worst-case performance analysis was also conducted to investigate the robustness of the control algorithms against model uncertainties.
AFRIKAANSE OPSOMMING: Hierdie tesis handel oor die ontwikkeling van ’n staak voorkomings-vlugbeheer substelsel wat maklik geïntegreer kan word in bestaande vlugbeheer argitektuur van onbemande vaste-vlerk lugvaartuie. Hierdie tesis vorm ’n belangrike deel van fouttolerante vlugbeheertegnieke en sal verseker dat die vliegtuig slegs binne sy lineêre aerodinamiese werksgebied bly. Die fokus van hierdie tesis is die staak opsporing en voorkomings probleem. Na afloop van ’n deeglike literatuurstudie oor die onderwerp van staak, is ’n model gebaseerde staak voorkomings-beheertegniek ontwikkel, wat terugvoer van ’n invalshoek sensor ontvang. Hierdie algoritme neem die sleur tempo en defleksie limiete van die vliegtuig se servos in ag en is in staat om staak te voorspel. Die primêre oorweging was staak tydens simmetriese vlugte en behels slegs die voorkoming van staak deur gebruik te maak van die hei beheer oppervlak. ’n Model voorspellings sleur tempo beheeralgoritme is ontwikkel om die hei-roer dinamies te beperk sodat die invalshoek nie ’n sekere vooraf bepaalde limiet oorskry nie. Die staak voorkomings beheerstelsel is ontwerp om te funksioneer as ’n skakel beheer skema om die beperkings op die bestaande vlugbeheerstelsel te minimaliseer. Laastens was sagteware-in-die-lus simulasies gebruik om die teoretiese resultate, wat verkry is tydens die ontwikkeling van hierdie staak voorkomings beheer-strategie, te kontroleer. Om die robuusthied van hierdie beheeralgoritmes teen model onsekerhede te ondersoek, is ’n ergste-geval prestasie analise ook uitgevoer.

Thesis (MScEng (Electrical and Electronic Engineering))--University of Stellenbosch, 2010.
ENGLISH ABSTRACT: This thesis presents the development and implementation of a position based kinematic guidance system, the derivation and testing of a Dynamic Pursuit Navigation algorithm and a thorough analysis of an aircraft’s runway interactions, which is used to implement automated take-off of a fixed wing UAV. The analysis of the runway is focussed on the aircraft’s lateral modes. Undercarriage and aerodynamic effects are first analysed individually, after which the combined system is analysed. The various types of feedback control are investigated and the best solution suggested. Supporting controllers are designed and combined to successfully implement autonomous take-off, with acceleration based guidance. A computationally efficient position based kinematic guidance architecture is designed and implemented that allows a large percentage of the flight envelope to be utilised. An airspeed controller that allows for aggressive flight is designed and implemented by applying Feedback Linearisation techniques. A Dynamic Pursuit Navigation algorithm is derived that allows following of a moving ground based object at a constant distance (radius). This algorithm is implemented and verified through non-linear simulation.
AFRIKAANSE OPSOMMING: Hierdie tesis handel oor die ontwikkeling en toepassing van posisie-afhanklike, kinematiese leidings-algoritmes, die ontwikkeling van ’n Dinamiese Volgings-navigasie-algoritme en ’n deeglike analise van die interaksie van ’n lugraam met ’n aanloopbaan sodat outonome opstygprosedure van ’n vastevlerk vliegtuig bewerkstellig kan word. Die bogenoemde analise het gefokus op die laterale modus van ’n vastevlerk vliegtuig en is tweeledig behartig. Die eerste gedeelte het gefokus op die analise van die onderstel, terwyl die lugraam en die aerodinamiese effekte in die tweede gedeelte ondersoek is. Verskillende tipes terugvoerbeheer vir die outonome opstygprosedure is ondersoek om die mees geskikte tegniek te bepaal. Addisionele beheerders, wat deur die versnellingsbeheer gebaseerde opstygprosedure benodig word, is ontwerp. ’n Posisie gebaseerde kinematiese leidingsbeheerstruktuur om ’n groot persentasie van die vlugvermoë te benut, is ontwikkel. Terugvoer linearisering is toegepas om ’n lugspoedbeheerder , wat in staat is tot aggressiewe vlug, te ontwerp. ’n Dinamiese Volgingsnavigasie-algoritme wat in staat is om ’n bewegende grondvoorwerp te volg, is ontwikkel. Hierdie algoritme is geïmplementeer en bevestig deur nie-lineêre simulasie.

Thesis (MScEng (Electrical and Electronic Engineering))--University of Stellenbosch, 2009.
This thesis investigates aggressive all-attitude flight control systems. These are flight controllers capable of controlling an aircraft at any attitude and will enable the autonomous execution of manoeuvres such as high bank angle turns, steep climbs and aerobatic flight manoeuvres. This class of autopilot could be applied to carry out evasive combat manoeuvres or to create more efficient and realistic target drones. A model for the aircraft’s dynamics is developed in such a way that its high bandwidth specific force and moment model is split from its lower bandwidth kinematic model. This split is done at the aircraft’s specific acceleration and roll rate, which enables the design of simple, decoupled, linear attitude independent inner loop controllers to regulate these states. Two outer loop kinematic controllers are then designed to interface with these inner loop controllers to guide the aircraft through predefined reference trajectories. The first method involves the design of a linear quadratic regulator (LQR) based on the successively linearised kinematics, to optimally control the system. The second method involves specific acceleration matching (SAM) and results in a linear guidance controller that makes use of position based trajectories. These position based trajectories allow the aircraft’s velocity magnitude to be regulated independently of the trajectory tracking. To this end, two velocity regulation algorithms were developed. These involved methods of optimal control, implemented using dynamic programming, and energy analysis to regulate the aircraft’s velocity in a predictive manner and thereby providing significantly improved velocity regulation during aggressive aerobatic type manoeuvres. Hardware in the loop simulations and practical flight test data verify the theoretical results of all controllers presented

Ce travail étudie certains des problèmes les plus pertinents dans le sens de la navigation et contrôle présentés dans une classe particulière de mini-véhicules aériens. L'un des principaux objectifs c'est à réaliser un véhicule léger et facile à déployer dans un court laps de temps, un véhicule sans pilote drone capable de suivre une mission complète, du décollage aux points de cheminement suivants et de terminer la mission avec un atterrissage autonome à l'intérieur d'une zone délimitée en utilisant une interface graphique dans un ordinateur ou une tablette. La génération de trajectoire II est la partie qui dit le drone où il doit voyager et sont générés par un algorithme intégré sur le drone. Le résultat classique de Dubins est utilisé comme base pour la génération de trajectoire en 2D et nous avons étendu à la génération de trajectoire 3D. Une stratégie de suivi de trajectoire développée en utilisant l'approche de Lyapunov, est présentée pour piloter un drone à voilure fixe à travers tout le chemin désiré. Le concept clé derrière le contrôleur de suivi de trajectoire s'appuie sur la réduction de la distance entre le centre de masse de l'avion p et le point sur la trajectoire q à zéro, ainsi que l'angle entre le vecteur vitesse et la tangente à la trajectoire. Afin de tester les techniques mises au point au cours de la thèse une application C# -Net personnalisée a été développé nommé MAV3DSim (Multi-Aerial Vehicle 3D Simulator). Le MAV3DSim permet une opération de lecture/écriture de/vers le moteur de simulation à partir de laquelle nous pourrions recevoir toutes les informations de capteurs émulés et envoyés par le simulateur. Le système complet est capable d'effectuer un décollage et d'atterrissage autonome, à travers des points de suivi. Ceci est accompli en utilisant chacune des stratégies développées au cours de la thèse. Nous avons une stratégie pour le décollage et l'atterrissage, ce qui est généré par la partie de navigation qui est le générateur de trajectoire. Une fois que nous avons généré le chemin, il est utilisé par la stratégie de suivi de trajectoire et avec ce que nous avons l'atterrissage et le décollage autonome
This work studies some of the most relevant problems in the direction of navigation and control presented in a particular class of mini‐aircraft. One of the main objectives is to build a lightweight and easy to deploy vehicle in a short period of time, an unmanned aerial vehicle capable of following a complete mission from take‐o⁄ to the following waypoints and complete the mission with an autonomous landing within a delimitated area using a graphical interface in a computer. The Trajectory Generation It is the part that tells the drone where it must travel and are generated by an algorithm built into the drone. The classic result of Dubins is used as a basis for the trajectory generation in 2D and we have extended it to the 3D trajectory generation. A path following strategy developed using the Lyapunov approach is presented to pilot a fixed wing drone across the desired path. The key concept behind the tracking controller is the reduction of the distance between the center of mass of the aircraft p and the point q on the path to zero, as well as the angle between the velocity vector and the vector tangent to the path. In order to test the techniques developed during the thesis a customized C # .Net application was developed called MAV3DSim (Multi‐Aerial Vehicle 3D Simulator). The MAV3DSim allows a read / write operation from / to the simulation engine from which we could receive all emulated sensor information and sent to the simulator. The MAV3DSim consists of three main elements, the simulation engine, the computation of the control law and the visualization interface. The simulation engine is in charge of the numeric integration of the dynamic equations of the vehicle, we can choose between a quadrotor and a xed wing drone for use in simulation. The visualization interface resembles a ground station type of application, where all variables of the vehicle s state vector can be represented on the same screen. The experimental platform functions as a test bed for the control law prototyping. The platform consists of a xed wing aircraft with a PX4 which has the autopilot function as well as a Raspberry PI mini‐computer which to the implementation of the generation and trajectory tracking. The complete system is capable of performing an autonomous take‐o⁄and landing, through waypoints. This is accomplished by using each of the strategies developed during the thesis. We have a strategy for take‐o⁄ and landing, which is generated by the navigationon part that is the trajectory generator. Once we have generated the path, it is used by the trajectory tracking strategy and withthat we have landing and take‐o⁄ autonomously

Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: This dissertation presents the design and practical demonstration of a flight control system (FCS) that is capable of autonomously landing a fixed-wing, unmanned aerial vehicle (UAV) on a stationary platform aided by a high-precision differential global positioning system. This project forms part of on-going research with the end goal of landing a fixed-wing UAV on a moving platform (for example a ship’s deck) in windy conditions. The main aim of this project is to be able to land the UAV autonomously, safely and accurately on the runway. To this end, an airframe was selected and equipped with an avionics payload. The equipped airframe’s stability derivatives were analysed via AVL and the moment of inertia was determined by the double pendulum method. The aircraft model was developed in such a way that the specific force and moment model (high bandwidth) is split from the point-mass dynamics of the aircraft (low bandwidth) [1]. The advantage of modelling the aircraft according to this unique method, results in a design that has simple decoupled linear controllers. The inner-loop controllers control the high-bandwidth specific accelerations and roll-rate, while the outer-loop controllers control the low-bandwidth point-mass dynamics. The performance of the developed auto-landing flight control system was tested in software-in-the-loop (SIL) and hardware-in-the-loop (HIL) simulations. A Monte Carlo non-linear landing simulation analysis showed that the FCS is expected to land the aircraft 95% of the time within a circle with a diameter of 1.5m. Practical flight tests verified the theoretical results of the developed controllers and the project was concluded with five autonomous landings. The aircraft landed within a circle with a 7.5m radius with the aiming point at the centre of the circle. In the practical landings the longitudinal landing error dominated the landing performance of the autonomous landing system. The large longitudinal error resulted from a climb rate bias on the estimated climb rate and a shallow landing glide slope.
AFRIKAANSE OPSOMMING: Hierdie skripsie stel die ontwikkeling en praktiese demonstrasie van ʼn self-landdende onbemande vastevlerkvliegtuigstelsel voor, wat op ʼn stilstaande platform te lande kan kom met behulp van ʼn uiters akkurate globale posisionering stelsel. Die projek maak deel uit van ʼn groter projek, waarvan die doel is om ʼn onbemande vastevlerkvliegtuig op ʼn bewegende platform te laat land (bv. op ʼn boot se dek) in onstuimige windtoestande. Die hoofdoel van die projek was om die vliegtuig so akkuraat as moontlik op die aanloopbaan te laat land. ʼn Vliegtuigraamwerk is vir dié doel gekies wat met gepaste avionica uitgerus is. Die uitgeruste vliegtuig se aerodinamsie eienskappe was geanaliseer met AVL en die traagheidsmoment is deur die dubbelependulum metode bepaal. Die vliegtuigmodel is op so ‘n manier onwikkel om [1] die spesifieke krag en momentmodel (vinnige reaksie) te skei van die puntmassadinamiek (stadige reaksie). Die voordeel van hierdie wyse van modulering is dat eenvoudige ontkoppelde beheerders ontwerp kon word. Die binnelusbeheerders beheer die vinnige reaksie-spesifieke versnellings en die rol tempo van die vliegtuig. Die buitelusbeheerders beheer die stadige reaksie puntmassa dinamiek. Die vliegbeheerstelsel is in sagteware-in-die-lus en hardeware-in-die-lus simulasies getoets. Die vliegtuig se landingseienskappe is ondersoek deur die uitvoer van Monte Carlo simulasies, die simulasie resultate wys dat die vliegtuig 95% van die tyd binne in ʼn sirkel met ʼn diameter van 1.5m geland het. Praktiese vlugtoetse het bevestig dat die teoretiese uitslae en die prakties uitslae ooreenstem. Die vliegtuig het twee suksesvolle outomatiese landings uitgevoer, waar dit binne ʼn 7.5m-radius sirkel geland het, waarvan die gewenste landingspunt die middelpunt was. In die outomatiese landings is die longitudinale landingsfout die grootse. Die groot longitudinale landingsfout is as gevolg van ʼn afset op die afgeskatte afwaartse spoed en ʼn lae landings gradiënt.

Le projet de thèse consiste à développer une solution pour l'atterrissage d'un drone à voilure fixe de configuration classique dans une zone limitée. Le principal défi consiste à réduire la vitesse de l'avion à une phase minimale pendant le vol, à l'aide d'algorithmes de contrôle automatique. La réduction de la vitesse d'un drone à voilure fixe s'effectue en augmentant son angle d'attaque, ce qui implique un freinage par la force de traînée. Cependant, cette manœuvre est critique pour un avion conventionnel, parce que si son angle d'attaque augmente au-delà de l'angle de décrochage, le véhicule peut perdre sa contrôlabilité, c'est-à-dire qu'il est possible que le véhicule aérien s'effondre et que sa structure soit endommagée. Le modèle mathématique est une représentation d'équations qui décrit le comportement de la dynamique du système. En considérant plusieurs variables pour obtenir une meilleure approximation de la dynamique du système, dans notre cas le véhicule à voilure fixe, la conception des stratégies de contrôle sera plus difficile et plus complexe. Dans ce travail de recherche, nous utiliserons un modèle mathématique non linéaire car les effets de décrochage peuvent être inclus par des approximations mathématiques du moment de tangage, des forces de portance et de traînée. Cela nous permet d'obtenir une meilleure performance des lois de contrôle pour la navigation autonome du drone à voilure fixe. L'une des limites des véhicules à voilure fixe est qu'ils atterrissent dans des espaces de dimensions réduites et que le pourcentage de dommages subis par leur structure est élevé. En outre, les perturbations extérieures et l'inexpérience des pilotes augmentent le risque de dommages. Il est bien connu qu'il est très difficile de satisfaire aux conditions d'une piste d'atterrissage. Par conséquent, la communauté scientifique s'est efforcée de mettre au point des solutions pour l'atterrissage dans des zones limitées. Dans la littérature, on trouve quelques solutions basées sur des véhicules hybrides et des systèmes de récupération. Les véhicules hybrides consistent à modifier la structure d'un véhicule à voilure fixe. Les moteurs sont répartis stratégiquement pour obtenir une configuration de véhicule multirotor, offrant certaines caractéristiques telles que le décollage et l'atterrissage verticaux. Cependant, ces actionneurs augmentent la masse du véhicule, la consommation d'énergie (ce qui réduit la durabilité du vol), la probabilité de défaillance, le coût d'acquisition, de réparation et d'entretien. Notre objectif dans ce travail de recherche est de concevoir et de valider des stratégies de contrôle pour l'atterrissage d'un drone à voilure fixe dans un espace limité. Les stratégies de contrôle ont été conçues selon deux approches : la première est basée sur le développement de manœuvres pour un drone à voilure fixe afin de réduire la vitesse à une phase minimale pendant le vol. Dans la deuxième approche, nous avons travaillé sur les stratégies de contrôle pour l'atterrissage d'un drone à voilure fixe sur un véhicule terrestre en mouvement. Une stratégie de contrôle a été proposée pour réduire la vitesse du drone à voilure fixe au minimum afin d'être capturé par un système de récupération. La stratégie de contrôle a été divisée en trois étapes de vol : dans la première étape, l'avion s'aligne dans le plan x-y tandis qu'il est conduit à une altitude souhaitée pour effectuer un vol de croisière. L'étape suivante consiste en un vol ascendant, axé sur le suivi d'une référence angulaire basée sur une trajectoire phugoïde. Cette trajectoire implique une augmentation de l'angle d'attaque jusqu'à l'angle de décrochage de l'avion. Ainsi, la vitesse aérienne obtient une réduction maximale dans des conditions sûres, permettant au drone d'être capturé par le système de récupération. Toutefois, si le drone n'est pas capturé par le système de récupération, une stratégie de contrôle est appliquée pour rétablir le vol de l'aéronef
The development of this thesis consists of designing some control strategies that allow a fixedwing drone with classical configuration to perform a safe landing in a limited area. The main challenge is to reduce the aircraft’s airspeed avoiding stall conditions. The developed control strategies are focused on two approaches: the first approach consists of the designing airspeed reduction maneuvers for a fixed-wing vehicle to be captured by a recovery system and for a safe landing at a desired coordinate. The next approach is focused on landing a fixed-wing drone on a moving ground vehicle. A dynamic landing trajectory was designed to lead a fixedwing vehicle to the position of a ground vehicle, reaching its position in a defined distance. Moreover, this trajectory was used in a cooperative control design. The control strategy consists of the synchronization of both vehicles to reach the same position at a desired distance. The aerial vehicle tracks the dynamic landing trajectory, and the ground vehicle controls its speed. In addition, we will propose a control architecture with a different focus, where the ground vehicle performs the tracking task of the aerial vehicle’s position in order to be captured. And, the drone’s task is to track a descending flight until the top of the ground vehicle. However, considering the speed difference between both vehicles. Therefore, we propose a new control architecture defining that the aircraft performs an airspeed reduction strategy before beginning its landing stage. The aircraft will navigate to a minimum airspeed, thus, allowing the ground vehicle to reach the fixed-wing drone’s position by increasing its speed. The control laws of each strategy were determined by developing the Lyapunov stability analysis, thus, the stability is guaranteed in each flight stage. Finally, the control strategies were implemented on prototypes allowing us to validate their performance and obtain satisfactory results for safe landing of a fixed-wing drone with classical configuration

This thesis presents the development of small, inexpensive unmanned aerial vehicles (UAVs) to achieve autonomous fight. Fixed wing hobby model planes are modified and instrumented to form experimental platforms. Different sensors employed to collect the flight data are discussed along with their calibrations. The time constant and delay for the servo-actuators for the platform are estimated. Two different data collection and processing units based on micro-controller and PC104 architectures are developed and discussed. These units are also used to program the identification and control algorithms. Flight control of fixed wing UAVs is a challenging task due to the coupled, time-varying, nonlinear dynamic behaviour. One of the possible alternatives for the flight control system is to use the intelligent adaptive control techniques that provide online learning capability to cope with varying dynamics and disturbances. Neural network based indirect adaptive control strategy is applied for the current work. The two main components of the adaptive control technique are the identification block and the control block. Identification provides a mathematical model for the controller to adapt to varying dynamics. Neural network based identification provides a black-box identification technique wherein a suitable network provides prediction capability based upon the past inputs and outputs. Auto-regressive neural networks are employed for this to ensure good retention capabilities for the model that uses the past outputs and inputs along with the present inputs. Online and offline identification of UAV platforms are discussed based upon the flight data. Suitable modifications to the Levenberg-Marquardt training algorithm for online training are proposed. The effect of varying the different network parameters on the performance of the network are numerically tested out. A new performance index is proposed that is shown to improve the accuracy of prediction and also reduces the training time for these networks. The identification algorithms are validated both numerically and flight tested. A hardware-in-loop simulation system has been developed to test the identification and control algorithms before flight testing to identify the problems in real time implementation on the UAVs. This is developed to keep the validation process simple and a graphical user interface is provided to visualise the UAV flight during simulations. A dual neural network controller is proposed as the adaptive controller based upon the identification models. This has two neural networks collated together. One of the neural networks is trained online to adapt to changes in the dynamics. Two feedback loops are provided as part of the overall structure that is seen to improve the accuracy. Proofs for stability analysis in the form of convergence of the identifier and controller networks based on Lyapunov's technique are presented. In this analysis suitable bounds on the rate of learning for the networks are imposed. Numerical results are presented to validate the adaptive controller for single-input single-output as well as multi-input multi-output subsystems of the UAV. Real time validation results and various flight test results confirm the feasibility of the proposed adaptive technique as a reliable tool to achieve autonomous flight. The comparison of the proposed technique with a baseline gain scheduled controller both in numerical simulations as well as test flights bring out the salient adaptive feature of the proposed technique to the time-varying, nonlinear dynamics of the UAV platforms under different flying conditions.

Thesis (Ph.D)--Aerospace Engineering, Georgia Institute of Technology, 2008.
Committee Chair: Tsiotras, Panagiotis; Committee Member: Corban, Eric; Committee Member: Feron, Eric; Committee Member: Johnson, Eric; Committee Member: Vachtsevanos, George.

A non switching, non linear, quaternion based attitude P2 controller, together with a sensitivitynormalizing function for the control surfaces has been simulated and implemented on a flying fixedwing with non vectored engines. In simulations the controller worked well in all flight modes,hovering, transition and flying, and also rejected a simple wind disturbance in all modes. Thefirst implementation on hardware did not work due to programming errors causing crashes withunrepairable damages. The second aircraft was built out of a piece of plywood to further simplifythe testing and tolerate more crashes. A flat plate, a flying piece of plywood, is not a proper airfoiland so has no effects due to camber. It is therefore easier to both simulate and tune. The controllerworked acceptable in reality, but does need further tuning. Due to time constraints the weighingof airflow inside and outside the propeller wash could not be fully determined resulting in differentgain in the different flight modes, but initial estimation of the parameters were enough to achieverobust, stable hovering transitioning and flying even in winds stronger than 5m/s.The controllerwas not implemented on an EcoSoar due to time constraints, but the proof of concept flying pieceof plywood proved the controller feasible for future embedding in a modified EcoSoar. A VTOLcapable EcoSoar could be used for critical deliveries in for example the medical field in Malawiwhere suboptimal infrastructure is hindering progress. The need for medical supplies around therural parts of Malawi is great but roads and services are not capable yet. Since a VTOL flyingwing with delivery capabilities can be both cheap to build, and deliver supplies to areas withoutan airfield, it could accelerate development in Malawi and thus greatly increase quality of life forhumans.

The field of mobile robotic systems has become a rich area of research and design. These systems can navigate difficult terrain using multiple actuators with conventional ambulation, by hopping, jumping, or for aerial vehicles, using flapping wings, propellers, or engines to maintain aerial flight. Unmanned Aerial Systems(UAS) have been used extensively in both military and civilian applications such as reconnaissance or search and rescue missions. For air vehicles, range and endurance is a crucial design parameter as it governs which missions can be performed by a particular vehicle. In addition, when considering the presence of external disturbances such as atmospheric winds, these missions can be even more challenging. Meta aircraft technologies is one area of research that can increase range and endurance by taking advantage of an increase in L/D. A meta aircraft is an aircraft composed of smaller individual aircraft connected together through a similar connection mechanism that can potentially transfer power, loads, or information. This dissertation examines meta aircraft flight dynamics and controls for a variety of different configurations. First, the dynamics of meta aircraft systems are explored with a focus on the changes in fundamental aircraft modes and flexible modes of the system. Specifically, when aircraft are connected, the fundamental modes change, can become overdamped or even unstable. In addition, connected aircraft exhibit complex flexible modes and mode shapes that change based on the parameters of the connection joint and the number of connected aircraft. Second, the connection dynamics are explored for meta aircraft where the vehicles are connected wing tip to wing tip using passive magnets with a particular focus on modeling the connection event between aircraft in a practical environment. It is found that a multi-stage connection control law with position and velocity feedback from GPS and connection point image feedback from a camera yields adequate connection performance in the presence of realistic sensor errors and atmospheric winds. Furthermore, atmosphericwinds with low frequency gusts at the intensity normally found in a realistic environment pose the most significant threat to the success of connection. The frequency content of the atmospheric disturbance is an important variable to determine success of connection. Finally, the geometry of magnets that create the connection force field can alter connection rates. Finally, the performance of a generic meta aircraft system are explored. Using a simplified rigid body model to approximate any meta aircraft configuration, adequate connection is achieved in the presence of realistic winds. Using this controller overall performance is studied. In winds, there is an overall decrease in outer loop performance for meta aircraft. However, inner loop performance increases for meta aircraft. In addition, the aerodynamic benefit of different configurations are investigated. Wing to wing tip connected flight provides the most benefit in terms of average increased Lift to Drag ratio while tip to tail configurations drop the Lift to Drag ratio as trailing aircraft fly in the downwash of the leading aircraft.

Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: In order to navigate dynamic, cluttered environments safely, fully autonomous Unmanned Aerial Vehicles (UAVs) are required to plan conflict-free trajectories between two states in position-time space efficiently and reliably. Kinodynamic planning for vehicles with non-holonomic dynamic constraints is an NP-hard problem which is usually addressed using sampling-based, probabilistically complete motion planning algorithms. These algorithms are often applied in conjunction with a finite set of simple geometric motion primitives which encapsulate the dynamic constraints of the vehicle. This ensures that composite trajectories generated by the planning algorithm adhere to the vehicle dynamics. For many vehicles, accurate tracking of position-based trajectories is a non-trivial problem which demands complicated control techniques with high energy requirements. In an effort to reduce control complexity and thus also energy consumption, a generic Local Planning Method (LPM), able to plan trajectories based on implicitly-defined motion primitives, is developed in this project. This allows the planning algorithm to construct trajectories which are based on simulated results of vehicle motion under the control of a rudimentary auto-pilot, as opposed to a more complicated position-tracking system. The LPM abstracts motion primitives in such a way that it may theoretically be made applicable to various vehicles and control systems through simple substitution of the motion primitive set. The LPM, which is based on a variation of the Levenberg-Marquardt Algorithm (LMA), is integrated into a well-known Probabilistic Roadmap (PRM) kinodynamic planning algorithm which is known to work well in dynamic and cluttered environments. The complete motion planning algorithm is tested thoroughly in various simulated environments, using a vehicle model and controllers which have been previously verified against a real UAV during practical flight tests.
AFRIKAANSE OPSOMMING: Ten einde dinamiese, voorwerpryke omgewings veilig te navigeer, word daar vereis dat volledig-outonome onbemande lugvoertuie konflikvrye trajekte tussen twee posisie-tydtoestande doeltreffend en betroubaar kan beplan. Kinodinamiese beplanning is ’n NPmoeilike probleem wat gewoonlik deur middel van probabilisties-volledige beplanningsalgoritmes aangespreek word . Hierdie algoritmes word dikwels in kombinasie met ’n eindige stel eenvoudige geometriese maneuvers, wat die dinamiese beperkings van die voertuig omvat, ingespan. Sodanig word daar verseker dat trajekte wat deur die beplaningsalgoritme saamgestel is aan die dinamiese beperkings van die voertuig voldoen. Vir baie voertuie, is die akkurate volging van posisie-gebaseerde trajekte ’n nie-triviale probleem wat die gebruik van ingewikkelde, energie-intensiewe beheertegnieke vereis. In ’n poging om beheer-kompleksiteit, en dus energie-verbruik, te verminder, word ’n generiese plaaslike-beplanner voorgestel. Hierdie algoritme stel die groter kinodinamiese beplanner in staat daartoe om trajekte saam te stel wat op empiriese waarnemings van voertuig-trajekte gebaseer is. ’n Eenvoudige beheerstelsel kan dus gebruik word, in teenstelling met die meer ingewikkelde padvolgingsbeheerders wat benodig word om eenvoudige geometriese trajekte akkuraat te volg. Die plaaslike-beplanner abstraeer maneuvers in so ’n mate dat dit teoreties op verskeie voertuie en beheerstelsels van toepassing gemaak kan word deur eenvoudig die maneuver-stel te vervang. Die plaaslike-beplanner, wat afgelei is van die Levenberg-Marquardt-Algoritme (LMA), word in ’n welbekende “Probabilistic Roadmap” (PRM) kinodinamiese-beplanningsalgoritme geïntegreer. Dit word algemeen aanvaar dat die PRM effektief werk in dinamiese, voorwerpryke omgewings. Die volledige beplanningsalgoritme word deeglik in verskeie, gesimuleerde omgewings getoets op ’n voertuig-model en -beheerders wat voorheen vir akkuraatheid teenoor ’n werklike voertuig gekontroleer is tydens praktiese vlugtoetse.

The railway infrastructure needs to be safe, reliable and efficient in order to meet the growing demand of sustainable transportation methods. One of the main problems the railway industry faces today is that a higher traffic load increases the need for maintenance, at the same time as it reduces the availability of gaps in the timetables to perform maintenance activities. Unmanned Aerial Vehicles, UAVs, have in recent years been adopted commercially due to their potential of increasing work efficiency and productivity. Different actors in the railway industry have recently started to explore and test the possibilities of implementing UAVs. The objective of this master thesis was to investigate and define use case scenarios where the use of UAVs would create value for railway infrastructure operations and maintenance activities. It is meant for both stakeholders in the railway industry to gain better understanding of capabilities and limitations of UAV technology but also provide recommendations to UAV manufacturers to understand the railway industry and potential UAV applications. Theoretical research and qualitative user studies with UAV professionals and relevant stakeholders within the railway industry were conducted in order to gain insight in the railway industry and to identify potential use case scenarios. The research showed that maintenance activities to a large extent are performed either manually by walking along the tracks which is inefficient, physically demanding and dangerous or by using test/measurement vehicles which require track occupancy. It was concluded that the use of UAVs would mainly create value by; enabling remote inspection and operation, accessing the infrastructure without track occupancy or the need of roads. At the same time, improve the working conditions, efficiency and quality of maintenance activities. The thesis resulted in 15 potential use case scenarios for UAVs in the railway industry and proposals for common UAV solutions based on functional requirements.
Järnvägssystemet måste vara säkert, pålitligt och effektivt för att möta den växande efterfrågan på hållbara transportmetoder. Ett av de största problemen som den svenska järnvägsindustrin står inför idag är att ökad trafikbelastning ökar behovet av underhåll, samtidigt som det minskar tillgängligheten för att utföra underhållsaktiviteter. Obemannade flygfordon, även kallade drönare, har under de senaste åren tillämpats mer frekvent i kommersiella syften för att bland annat uppnå ökad effektivitet och produktivitet. Aktörer inom järnvägsindustrin har nyligen börjat utforska och testa möjligheterna att använda drönare. Syftet med detta examensarbete var att undersöka och definiera potentiella tillämpningar av drönare med syfte att skapa värde för drift- och underhållsarbete inom järnvägen. Denna rapport är avsedd för intressenter inom järnvägsindustrin att få bättre förståelse för kapaciteten och begränsningar av drönarteknik samt ge rekommendationer till drönartillverkare för att bättre förstå järnvägsindustrin och potentiella användningsområden. Teoretisk undersökning och kvalitativa användarstudier med drönarexperter och relevanta intressenter inom järnvägsindustrin genomfördes för att få insikt i järnvägsindustrin samt för att identifiera problemområden. Studien visade att underhållsverksamheten i stor utsträckning utförs antingen manuellt genom att gå längs spåren vilket är ineffektivt, fysiskt krävande och farligt eller genom att använda test/mätfordon som kräver tillgång till spår. Arbetet resulterade i 15 potentiella tillämpningar av drönare i järnvägsindustrin samt förslag på gemensamma drönarlösningar baserade på funktionella krav. Slutsatsen drogs att tillämpningen av drönare i järnvägsindustrin främst kan skapa värde genom att; på distans utföra underhållsaktiviteter och inspektioner, få tillgång till infrastrukturen utan behov av spår eller vägar. Detta resulterar i förbättrade arbetsförhållanden samt ökad effektivitet och kvalitet på underhållsarbetet.

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Outro
This Project, in the electrical engineering area, consists in the development of a complete control system, hardware and software, for controlling model airplanes of the fixedwing and rotary-wing types, aiming the implementation of an automatic control system compatible with the necessity of autonomous and aided flights, applied to critical systems monitoring.The final system consists of a controller, or automatic pilot, with specific hardware and software, capable of controlling a model airplane using GPS coordinates, in a way that allows the airplane to go through a planned route and go back to the starting point in an autonomous way. The controller should receive, in ground, the programmed route; the model should answer to the pilot commands, within a visual range when operating in the aided mode, and should go through the programmed route in the autonomous mode, after confirmation of the pilot. After reaching the end of the programmed route, the model airplane should return to the starting point, keeping the maximum flight level of the route as the reference height. The model airplane will carry in a communication system to allow the monitoring process from a ground station, able to keep updated the airworthy conditions, as well as the level of accuracy between the actual and the planned route. The communication may be carried out directly using a radio link, with the receiver allocated in a mobile ground station, monitored by a pilot, to make higher the security level. However, the model airplane may transfer the data through a GPRS link, connected to the web system, which transfers the data to the ground station. In this case, the ground station must be connected to the web.The route saved in the model control system is built based on online maps directly linked by the software for the mission programming and monitoring, which can carry out the treatment and storage of the model data and parameters. The programming of the stability control and route, with primary data of latitude, longitude and height allows the real time monitoring of the model, related to the planned route and throught images captured by embedded video cameras. All data are storage following a timeline process, such that they can be recovered for futher analysis.
Esta disertação da área de engenharia elétrica consiste na construção de um sistema de controle completo de hardware e software para controle de um aeromodelo de asa fixa e/ou asa móvel, de maneira a implementar um piloto automático compatível com as necessidades de voo autônomo ou assistido, sendo que tal sistema deverá ser compatível com a precisão de voo aplicada a monitoramento de sistemas críticos.O sistema é constituído por uma placa controladora composta por hardware e firmware específicos, capaz de controlar um modelo orientado por coordenadas GPS, para que o mesmo percorra uma rota predeterminada e retorne ao ponto de partida de forma autônoma. A placa recebe, ainda em solo, a programação da rota a ser percorrida; o aeromodelo deve responder normalmente aos comandos do controle remoto do piloto em solo, respeitando o raio de alcance visual do piloto no modo assistido e segue a rota programada no modo autônomo após confirmação de comando do piloto. No final do percurso o aermodelo volta em trajetória reta para o ponto de partida, respeitando a maior altura do trajeto. O aeromodelo deve ser munido de sistema de comunicação para o devido acompanhamento em solo das condições de aeronavegabilidade do aeromodelo em voo, bem como a verificação dos níveis de precisão em relação à rota programada. A comunicação pode ser feita diretamente por sistema de link de rádio, direcionada a um terminal móvel em solo, que é acompanhado pelo piloto, para aumentar o nível de segurança, mas o aeromodelo também pode comunicar por rede de celular GPRS, conectado à internet, que direciona os dados ao terminal em solo. Nesse caso, o terminal, também deverá estar conectado à internet. A rota programada no aeromodelo é construída com base em mapas online conectados diretamente ao software de programação e acompanhamento de missão, que faz o tratamento e armazenamento dos dados e parâmetros do aermodelo. Tanto a programação de controle de estabilidade, quanto de rota, com dados primários relativos a latitude, longitude e altura, permitem o acompanhamento em tempo real do aeromodelo junto à rota programada e também através da imagem da câmera de gravação embarcada no aeromodelo. Todos os dados são gravados com base em processo de linha do tempo, que podem ser recuperados em conjunto para análise posterior.

This thesis focuses on vision-based detection and observation of small, slow-moving targets using a gimballed fixed-wing unmanned aircraft system (UAS). Generally, visual tracking algorithms are tuned to detect motion of relatively large objects in the scene with noticeably significant motion; therefore, applications such as high-altitude visual searches for human motion often ignore target motion as noise. Furthermore, after a target is identified, arbitrary maneuvers for transitioning to overhead orbits for better observation may result in temporary or permanent loss of target visibility. We present guidelines for tuning parameters of the Visual Multiple Target Tracking (Visual MTT) algorithm to enhance its detection capabilities for very small, slow-moving targets in high-resolution images. We show that the tuning approach is able to detect walking motion of a human described by 10-15 pixels from high altitudes. An algorithm is then presented for defining rotational bounds on the controllable degrees of freedom of an aircraft and gimballed camera system for maintaining visibility of a known ground target. Critical rotations associated with the fastest loss or acquisition of target visibility are also defined. The accuracy of these bounds are demonstrated in simulation and simple applications of the algorithm are described for UAS. We also present a path planning and control framework for defining and following both dynamically and visually feasibly transition trajectories from an arbitrary point to an orbit over a known target for further observation. We demonstrate the effectiveness of this framework in maintaining constant target visibility while transitioning to the intended orbit as well as in transitioning to a lower altitude orbit for more detailed visual analysis of the intended target.

This is a master thesis by Maria Ader and David Axelsson, students at the Master of Science in Engineering degree program in Design and Product Realization at KTH, within the master program Integrated Product Design. The thesis work will benefit ÅF and the EU project ɪɴᴛᴇʀᴀᴄᴛ. The ɪɴᴛᴇʀᴀᴄᴛ project is part of the EU’s effort to forward climate research, and aims to “coordinate and harmonize research and monitoring efforts that will greatly contribute to our knowledge and understanding of changes occurring in the arctic environment.” One out of 12 subprojects within ɪɴᴛᴇʀᴀᴄᴛ aims to “increase awareness of drone technology and sensors among researchers and research station managers while making industry aware of innovative potential uses requiring drone and sensor development.” A drone is an unmanned aerial system/vehicle (UAS/UAV), i.e. an airborne vehicle without a human pilot aboard. This master thesis examines the need of drones at the ɪɴᴛᴇʀᴀᴄᴛ research stations and how arctic climates affect drone technology and the ergonomics of piloting a drone. The thesis also provides an overview of the current state of the drone market and the laws and regulations that affect the use of drones. A survey was distributed within ɪɴᴛᴇʀᴀᴄᴛ to map the researchers’ need of, and attitudes towards, drones, followed by exhaustive interviews with researchers and other key figures. Field testing at Tarfala Research Station provided complementing data. The primary insight from the study was that the researchers’ need, as well as the tasks and methods that they employ, vary greatly. Another insight was that many researchers want to use drones primarily as a sensor platform to collect data from large areas in a short time span. A situation-based drone recommendation and a concept proposal for a simple water sampling solution were made based on the results of the study
Detta är ett examensarbete utfört av Maria Ader och David Axelsson, studenter på civilingenjörsprogrammet Design och Produktframtagning på KTH, med masterinriktning Teknisk Design. Arbetet är utfört åt ÅF i syfte att bidra till EU-projektet ɪɴᴛᴇʀᴀᴄᴛ. Iɴᴛᴇʀᴀᴄᴛ är EU:s satsning på klimatforskning i Arktis och syftar till att “koordinera och harmonisera forskning och miljöbevakning som bidrar till vår kunskap och förståelse av förändringar som sker i de arktiska miljöerna.” Ett av tolv delprojekt inom ɪɴᴛᴇʀᴀᴄᴛ-projektet syftar till att öka medvetenheten om drönarteknologi och sensorer bland forskare och föreståndare på forskningsstationerna inom ɪɴᴛᴇʀᴀᴄᴛ, samt att göra drönarindustrin medveten om nya potentiella användningsområden. En drönare är ett obemannat luftfartyg, d.v.s. en flygfarkost utan pilot ombord. Drönare benämns ibland som “UAS” och “UAV”. I den här rapporten används främst den engelska termen “drones”. Detta examensarbete undersöker behovet av drönare på de forskningsstationer som är delaktiga i ɪɴᴛᴇʀᴀᴄᴛ och hur det arktiska klimatet påverkar drönartekniken och ergonomin. Arbetet kartlägger även drönarmarknaden och de lagar och regler som påverkar användandet av drönare. En utförlig studie genomfördes, där forskarnas behov av drönare undersöktes. En enkät skickades ut inom ɪɴᴛᴇʀᴀᴄᴛ och utförliga intervjuer genomfördes med forskare och andra nyckelpersoner. Ett studiebesök på Tarfala forskningsstation kompletterade med fältdata. Den främsta insikten från studien var att behov, arbetsuppgifter och metoder varierar mycket mellan de olika forskarna. En annan insikt var att många ville använda drönare som sensorbärare, och på så sätt insamla data från stora områden på kort tid. Resultatet från studien låg till grund för en situationsbaserad drönarrekommendation samt ett konceptförslag för en enkel vattenprovtagningslösning.

Ce travail de thèse porte sur le comportement en vol de drones légers à voilure fixe en présence de vent. Ces dispositifs aériens offrent une transition en douceur de la théorie à la pratique dans le domaine de la commande autonome. En outre, ils fournissent une solution appropriée dans des environnements inaccessibles ou dangereux pour les êtres humains. Cependant, ne pas avoir un pilote humain à bord implique que les UAV reposent sur l'automatisation pour naviguer ou pour éviter les obstacles. De plus, leur vitesse de fonctionnement relativement faible les rend particulièrement affectés par le vent. Motivé par ces considérations, les objectifs de ce travail de recherche visent des résultats théoriques et expérimentaux dans le domaine de la conception de contrôleurs de vol pour les petits drones à voilure fixe de configuration classique permettant le vol stable dans les conditions de vent. Pour atteindre ces objectifs, plusieurs domaines de recherche sont abordés dans cette thèse comme il suit.Tout d'abord, une étude approfondie sur l'aspect aérodynamique de l'avion est menée afin d'obtenir le modèle mathématique du véhicule en présence de vent. En outre, des modèles qui reproduisent le comportement essentiel du système dans un contexte simplifié sont analysés. Par conséquent, des modèles non linéaires de complexité réduite, qui sont plus simples à analyser et simuler et plus adaptés à la conception de stratégies de contrôle, sont présentés. Deuxièmement, le problème à résoudre est formulé comme un problème de suivi de trajectoire dans lequel le dispositif de commande de vol doit être en mesure de diriger le véhicule le long d'un chemin. Des stratégies de navigation sont élaborées dans le but d'éliminer la déviation de l'avion par rapport à la trajectoire de référence. Le vent est considéré d'abord mesurable par une station au sol et, ensuite, estimé en utilisant une navigation adaptative basée sur la théorie de Lyapunov. La performance de l'algorithme d'estimation est améliorée en utilisant la stratégie de commande basée sur la méthode des fonctions de réglage. Le troisième axe de recherche est la conception et la mise en œuvre d'un dispositif expérimental qui se compose d'une station au sol utilisée pour la visualisation et la commande à distance du drone et d'un pilote automatique embarqué contenant la plate-forme de vol munie d'avionique appropriée.

Cette thèse étudie certains problèmes plus importants dans le sens de guidage, navigation et contrôle présentés dans une catégorie particulière de mini véhicules aériens (MVA) : le MVA convertible avec des ailes fixes et disques pendulaires. Cet aéronef est capable de changer sa configuration de vol, du vol stationnaire au vol palier et vice versa, au moyen d’une manœuvre de transition. Motivé par des applications civiles, on étudie théoriquement et expérimentalement les principes de contrôle en fonction de Lyapunov pour les dynamiques présentées dans le MVA convertible. Des résultats de convergence asymptotique sont obtenus sur l’enveloppe de vol complet du véhicule : d’un vol vertical à basse vitesse à un vol vers l’avant à grande vitesse. Cette thèse est divisée en quatre parties principales : l’étude de 1) les aéronefs à voilure fixe ; 2) le quadrirotor (avion équipe de quatre moteurs) ; 3) l’aéronef convertible ; 4) les applications de vision en utilisant l’aéronef convertible. Dans la première partie, un principe de contrôle en fonction de Lyapunov est développé pour diriger un mini véhicule aérien à voilure fixe tout au long d’un chemin d’accès souhaité. En outre, un générateur de chemin d’accès est proposé. Le résultant de la stratégie du contrôle donne une convergence globale du chemin actuel du MVA au chemin d’accès souhaité. Dans la deuxième partie, un contrôle en fonction de Lyapunov à l’aide de la théorie de la perturbation du singulier est proposé et appliqué sur la dynamique du MVA. En effet, dans cette partie on a abordé le problème diagnostic et la détection de pannes fault detection and diagnosis (FDD) pour un quadrirotor. Dans la troisième partie une nouvelle stratégie de contrôle pour effectuer la transition d’un avion convertible entre le mode avion et le mode hélicoptère, et vice versa, est présenté. L’analyse est effectuée pour le modèle longitudinal du PVHAT (Planar Vertical Helicopter-Airplane Transition) aéronef, lequel est un avion ayant disques pendulaires afin de réaliser la manœuvre de transition. L’algorithme de contrôle de boucle fermée qui en résulte, est prouvé être globalement asymptotiquement stable. Finalement, dans la quatrième partie de cette thèse, le problème de l’estimation et suivi d’un chemin à l’aide de vision système embarqué dans l’avion PVHAT est résolu. La stabilité globale exponentielle de la position sous-système ainsi que le contrôleur de commutation est démontrée. Des simulations illustratives et résultats expérimentaux sont obtenus sur plusieurs plateformes expérimentales développées dans cette thèse, pour évaluer l’applicabilité des principes contrôle proposés et mettre en valeur les mérites de l’approche
This thesis studies some of the most relevant problems in the sense of guidance,navigation and control presented in a particular class of mini aerial vehicles (MAV) : the convertible MAV with fixed wings and tilting rotors. This aircraft is able to change its flight configuration from hover to level flight and vice-versaby means of a transition maneuver. Motivated by civilian applications, we theoretically and experimentally study Lyapunov-based control laws for dynamics presented in the convertible MAV. Results of asymptotic convergence are obtained over the complete flight envelope of the vehicle : from low-speed vertical flight through high-speed forward flight. We have divided this thesis in four main parts : the study of 1) the fixed-wingaircraft; 2) the quadrotor; 3) the convertible aircraft and 4) vision applications by using the convertible aircraft. In a first part, a Lyapunov-based controllaw is developed to steer a fixed wing mini aerial vehicle along a desired path. Furthermore a path generator is proposed. The resulting control strategy yields global convergence of the current path of the MAV to the desired path. In a second part, a Lyapunov-based control using singular perturbation theory is proposed and applied on dynamics of the MAV. Furthermore, in this part we address the problem of fault detection and diagnosis (FDD) for a quad-rotor. In the third part a new control strategy for the transition between airplane and helicopter mode, and vice versa, in convertible planes is presented. The analysis is carried out for the longitudinal model of the PVHAT (Planar VerticalHelicopter-Airplane Transition) aircraft, which is an airplane having tilting rotors in order to achieve the transition maneuver. The resulting closed loop control algorithm is proved to be globally asymptotically stable. Finally in thefourth part of this thesis the problem of estimation and tracking of a road using avision embedded system in the PVHAT aircraft is solved. The global exponential stability of the position subsystem together with the switching controller is demonstrated. Illustrative simulations and experimental results obtained on several experimental platforms developed in this thesis, assess the implementability of the proposed control laws and highlight the merits of the approach

The use of magnetometers combined with unmanned aerial vehicles (UAVs) is an emerging market for commercial and military applications. This study presents the methodology used to magnetically characterize a novel fixed-wing vertical take-off and landing (VTOL) UAV. The most challenging aspect of integrating magnetometers on manned or unmanned aircraft is minimizing the amount of magnetic noise generated by the aircraft’s onboard components. As magnetometer technology has improved in recent years magnetometer payloads have decreased in size. As a result, there has been an increase in opportunities to employ small to medium UAV with magnetometer applications. However, in comparison to manned aviation, small UAVs have smaller distance scales between sources of interference and sensors. Therefore, more robust magnetic characterization techniques are required specifically for UAVs. This characterization determined the most suitable position for the magnetometer payload by evaluating the aircraft’s static-field magnetic signature. For each aircraft component, the permanent and induced magnetic dipole moment characteristics were determined experimentally. These dipole characteristics were used to build three dimensional magnetic models of the aircraft. By assembling the dipoles in 3D space, analytical and numerical static-field solutions were obtained using MATLAB computational and COMSOL finite element analysis frameworks. Finally, Tolles and Lawson aeromagnetic compensation coefficients were computed and compared to evaluate the maneuver noise for various payload locations. The magnetic models were used to study the sensitivity of the aircraft configuration and to simultaneously predict the effects at potential sensor locations. The study concluded by predicting that a wingtip location was the area of lowest magnetic interference.
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