Unmanned Aircraft System (Uas) - Design, Build and Fly Contest
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Jayanth TurimellaUnmanned Aircraft System (Uas) - Design, Build and Fly Contest
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Jayanth Turimella-
UNMANNED AIRCRAFT SYSTEM (UAS) -
DESIGN, BUILD AND FLY CONTEST
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S
Team ID: AT2024084
Team Name: Air Guardians
PDPM Indian Institute of Information Technology,
Design and Manufacturing, Jabalpur,482005
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STATEMENT OF COMPLIANCE
Certificate of Qualification
eam name:
T Air Guardians
University/Institute: PDPM IIITDM JABALPUR
Faculty Advisor: Prof. Vijay Kumar Gupta
Faculty Advisor’s Email Address: [email protected]
STATEMENT OF COMPLIANCE
s a Faculty Advisor, I certify that the registered team members are
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enrolledincollegiatecourses.ThisteamhasdesignedtheUAVfortheSAE
AEROTHON 2024 contest, without direct assistance from professional
engineers, R/C model experts or pilots, or related professionals.
Signature of Faculty Advisor Date- 07/06/2024
Team Captain Information:
eam Captain’s Name:
T Sankalp
Team Captain’s E-mail: [email protected]
Team Captain’s Contact: 8409646129
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Table of Contents
1.LIST OF TABLES & FIGURES……......................................................................................................5
2.INTRODUCTION...................................................................................................................................6
.1.OBJECTIVE.............................................................................................................................6
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2.2.PROBLEM STATEMENT........................................................................................................6
3.DESIGN PROCESS.............................................................................................................................7
3.1.RESEARCH.............................................................................................................................7
4. CONCEPTUAL DESIGN......................................................................................................................7
.1. UAS CONFIGURATION...........................................................................................................7
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4.1.1. CHASSIS.............................................................................................................................7
4.1.2. ROTOR ARM.......................................................................................................................7
4.1.3. PAYLOAD............................................................................................................................8
4.1.4. GRIPPER............................................................................................................................8
4.1.5. LANDING GEAR.................................................................................................................8
5. DETAILED DESIGN.............................................................................................................................8
.1. PRELIMINARY WEIGHT ESTIMATION.................................................................................8
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5.2. ESTIMATION OF THRUST REQUIRED.................................................................................8
5.3. SELECTION OF PROPULSION SYSTEM.............................................................................9
5.3.1. PROPELLER SELECTION......................................................................................9
5.3.1.1. NUMBER & SIZE OF BLADES.................................................................9
5.3.1.2. PITCH......................................................................................................9
5.3.1.3. MATERIAL................................................................................................9
5.3.2. SELECTION OF MOTOR..........................................................................................9
5.3.2.1. Thrust to Weight Ratio..............................................................................9
5.3.2.2. KV Ratings...............................................................................................9
5.3.2.3. MOTOR SIZE............................................................................................9
5.3.3. SELECTION OF BATTERY.....................................................................................10
5.3.4. SELECTION OF ESC…………………………………………………………………….11
5.4. UAV SIZING...........................................................................................................................11
5.4.1. WHEELBASE & ROTOR ARM..............................................................................11
5.4.2. CHASSIS..............................................................................................................12
5.4.3. PROPELLER CLEARANCE..................................................................................12
5.4.4. LANDING GEAR...................................................................................................13
5.4.5. GRIPPING MECHANISM......................................................................................13
5.5. UAV PERFORMANCE.............................................................................................14
5.5.1.1. TIME OF FLIGHT ESTIMATION.............................................................14
5.5.1.2. POWER ESTIMATION............................................................................15
6. MATERIAL SELECTION: ...................................................................................................................15
7. SUBSYSTEM SELECTION................................................................................................................16
7.1. COMMUNICATION SYSTEM...............................................................................................16
7.1.1.GLOBAL POSITIONING SYSTEM(GPS)...............................................................16
7.1.2.HOLYBRO RADIO TELEMETRY VERSION 2433MHz..........................................17
7.1.3. VIDEO TELEMETRY……………………………………………………………………17
7.1.4. TRANSMITTER AND RECEIVER……………………………………………………..17
7.2. CONTROL & NAVIGATION SYSTEM..................................................................................18
7.2.1. PIXHAWK FLIGHT CONTROLLER…...……………………………………………...18
7.2.1.1. MATHEMATICAL MODELING……………………………………………...19
8. CG CALCULATION AND STABILITY................................................................................................20
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9. ANALYSIS...........................................................................................................................................21
.1. STATIC ANALYSIS OF UASs CHASSIS..............................................................................21
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9.2. MODAL ANALYSIS OF UASs CHASSIS………………………………………………………..21
9.3. STATIC ANALYSIS OF LANDING GEAR............................................................................22
9.4. STATIC ANALYSIS OF GRIPPER........................................................................................22
9.5. DROP TEST (CRASH TEST) ANALYSIS OF CHASSIS………………………………………22
9.6. TOPOLOGY OPTIMIZATION……………………………………………………………………..23
10. FINAL DESIGN LAYOUT..................................................................................................................24
10.1. DETAILED WEIGHT BREAKDOWN……………...............................................................24
11. UAV PERFORMANCE RECALCULATION.....................................................................................25
1.1.CONSTANT VELOCITY AND VARYING ANGLE OF ATTACK………………………………25
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11.2.CONSTANT ANGLE OF ATTACK AND VARYING VELOCITY……………………………..25
11.3. POWER ESTIMATION.......................................................................................................25
11.4. ENDURANCEESTIMATION..............................................................................................25
11.5. THRUST ANALYSIS..........................................................................................................26
11.5.1. SINGLE PROPELLER.........................................................................................26
11.5.2. COMPLETE THRUST ANALYSIS OF THE CHASSIS........................................26
11.5.3. FINAL THRUST TO WEIGHT RATIO (WITH PAYLOAD)....................................26
12. AUTONOMOUS METHODOLOGY..................................................................................................27
12.1. AUTONOMOUS FLIGHT………………………………………………………………………..27
12.1.1.MISSION PLANNING: GRID-BASED FIELD TRANSVERSAL…………………...27
12.2.2.CONCLUSION………………………………………………………………………….27
12.2. AUTONOMOUS IDENTIFICATION....................................................................................27
12.2.1.AUTONOMOUS OBJECT DETECTION AND COUNTING….……………..........28
12.2.2.INTEGRATED APPROACH OVERVIEW AND WORKFLOW.............................28
12.2.3 CONCLUSION………………………………………………………………………….28
12.3. AUTONOMOUS PAYLOAD DROP MECHANISM…..........................................................29
13. INNOVATION....................................................................................................................................30
14. CONCLUSION..................................................................................................................................31
15. APPENDIX........................................................................................................................................35
5.1. SPECIFICATION OF BATTERY.........................................................................................32
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15.2.DETAILED WEIGHT BREAKDOWN…...............................................................................32
15.3. BILL OF MATERIALS........................................................................................................34
15.4. 2D DRAWING SHEET…………………………………………………………………………...35
15.5.POWER AND ENDURANCE ESTIMATION……………………………………………………36
15.6 MATHEMATICAL MODELING PLOTS USING MATLAB……………………………………..37
15.7.VELOCITY STREAMLINES AND PRESSURE CONTOUR OF UASs………………...…....37
15.8.DRAG FORCE AND COEFFICIENT OF DRAG PLOTS…………………….………………..38
15.9 SOFTWARES USED AS GCS…………………………………………………………………..39
15.10. LIST OF SYMBOLS AND ACRONYMS……………………………………...……..………...40
15.11.. REFRENCES……………………………………………………………………………………41
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1. List of Table & Figures
ABLE 2.1. UAS DESIGN REQUIREMENTS…………………………………………………………………6
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TABLE 5.1. PRELIMINARY WEIGHT ESTIMATION…………………………………………………………8
TABLE 5.2. BATTERY SPECIFICATIONS…………………………………………………………………….10
TABLE 6.1 MATERIALS SELECTED FOR FABRICATION…………………………………………………15
TABLE 6.2. COMPARISON OF MATERIALS…………………………………………………………………16
TABLE 10.1. FINAL DESIGN SPECIFICATIONS…………………………………………………………….24
TABLE 11.1. THRUST CALCULATIONS UNDER CONSTANT VELOCITY...…………………………….25
TABLE 11.2. THRUST CALCULATIONS UNDER CONSTANT PITCHING ANGLE..…………………..25
IGURE 2.1. PAYLOAD………………………………………………………………………………………..6
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FIGURE 3.1. DIFFERENT TYPES OF CONFIGURATIONS……………………………………………...7
FIGURE 5.2. DIMENSIONS OF BLDC MOTOR…………………………………………………………….10
FIGURE 5.3. DATASHEET FOR BLDC AND PROPELLER COMBINATION……………………………10
FIGURE 5.4. C RATE ESTIMATION THROUGH SIMULINK MODEL……………………………………11
FIGURE 5.5. TOP VIEW OF CHASSISAND RENDERED ROTOR ARM...........................................11
FIGURE 5.6. RENDERED VIEW……………………………………………………………………………..12
FIGURE 5.7. 2D DRAWING TOP VIEW……………………………………………………………………..12
FIGURE 5.8. PROPELLER & ROTOR ARM (ALL DIMENSIONS IN MM)...........................................12
FIGURE 5.9. LANDING GEAR RENDERED IMAGE……………………………………………………….13
FIGURE 5.10. 2D DRAWING………………………………………………………………………………….13
FIGURE 5.11. CAD MODEL OF GRIPPER………………………………………………………………....13
FIGURE 7.1.COMMUNICATION SYSTEM………………………………………………………………….17
FIGURE 7.2: CONTROL & NAVIGATION SYSTEM………………………………………………………..18
FIGURE 7.3. PID CONTROL SYSTEM…………………………………………………………………….20
FIGURE 8.1 POSITION OF CG……………………………………………………………………………...20
FIGURE 9.1. TOTAL DEFORMATION OF CHASSIS……………………………………………………....21
FIGURE 9.2. EQUIVALENT ELASTIC STRAIN OF CHASSIS……………………………………………21
FIGURE 9.3. TOTAL DEFORMATION AT NATURAL FREQUENCY…………………………………….21
FIGURE 9.4. DIRECTIONAL DEFORMATION AT NATURAL FREQUENCY…………………………...21
FIGURE 9.5. DIRECTIONAL DEFORMATION OF LANDING GEAR……………………………………22
FIGURE 9.6.TOTAL DEFORMATION OF LANDING GEAR………………………………………………22
FIGURE 9.7. DIRECTIONAL DEFORMATION OF GRIPPER……………………………………………22
FIGURE 9.8. TOTAL DEFORMATION OF GRIPPER………………………………………………………22
FIGURE 9.9. TOTAL DEFORMATION AFTER CRASH……………………………………………………23
FIGURE 9.10. FACTOR OF SAFETY AFTER CRASH…………………………………………………….23
FIGURE 9.11. PRELIMINARY GRIPPER DESIGN…………………………………………………………23
FIGURE 9.12. OPTIMIZED GRIPPER DESIGN…………………………………………………………….23
FIGURE 9.13. PRELIMINARY BASE PLATE DESIGN……………………………………………………..23
FIGURE 9.14 OPTIMIZED BASE PLATE DESIGN…………………………………………………………23
FIGURE10.1.FINAL RENDERED CAD MODEL WITH COVER……………………….………….………24
FIGURE10.2. FINAL RENDERED CAD MODEL WITHOUT COVER…………………………………….24
FIGURE 10.3. CG OF DIFFERENT COMPONENTS AND WHOLE ASSEMBLY…..…………………..24
FIGURE 11.1. THRUST FORCE GRAPH……………………………………………………………………26
FIGURE 11.2. PARTICLE PATHLINES…………………………………………………………………….…26
FIGURE 11.3. THRUST FORCE GRAPH…………………………………………………………………….26
FIGURE 11.4. PARTICLE PATHLINES……………………………………………………………………….26
FIGURE 12.1.DRONE TRAVERSAL USING GRID ALGORITHM…………………....…………………..27
FIGURE 12.2.CUSTOM DATASET FOR DETECTING ALGORITHMS………...……………………......28
FIGURE 12.3.APPROACH OF DRONE AT THE TARGET LOCATION FOR PAYLOAD DROP……...30
FIGURE 13.1. DRAG FORCE V/S TIME FLOWN(DESIGN 1).............................................................31
FIGURE 13.2. VELOCITY CONTOUR(DESIGN 1)..............................................................................31
FIGURE 13.3. DRAG FORCE V/S TIME FLOWN(DESIGN 2)............................................................31
FIGURE 13.4. VELOCITY CONTOUR(DESIGN 2)..................................................................................31
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2. INTRODUCTION
2.1. OBJECTIVE
his report provides a comprehensive overview of the development of an Uncrewed Aircraft
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System (UAS) that excels in performance, efficiency, and versatility to meet the challenges of
the SAEINDIA AeroTHON 2024 competition. Our objective is to design an innovative aircraft
capable of achieving high speed, maneuverability, and endurance while adhering to stringent
safety standards. We employ Finite Element Analysis, SolidWorks, and Ansys to analyze UAS
performance. Our aim is to optimize the drone's aerodynamics, propulsion system, and control
mechanisms to achieve superior flight performance and agility.Through rigorous testing and
refinement, our team ensures that the UAS meets the competition's requirements while
maximizing its score and competitiveness. The competition also serves as a valuable platform
for showcasing the PDPM Indian Institute of Information Technology, Design and
Manufacturing, Jabalpur, as well as the skills and competencies of the participants.
2.2 PROBLEM STATEMENT
he objective for this year’s contest is to design, build and fly a multirotor UAV that can
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deliver cargo to a specified location along with survey, object identification and counting. The
teams shall design a UAS that can carry a specified payload and deliver it to a target while
performing survey and object identification of the competition area by manual as well as
autonomous operations.
S.No. Parameter Requirement/Limitation
1 UAS Type Multirotor
2 UAS Category Micro UAS (i.e., Take-off weight <2kg)
3 Payload Capacity 200 Grams
4 Propulsion Type Electric
5 Communication System Range At least 1 km
Table 2.1 UAS Design Requirements
Figure 2.1 Payload
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3. DESIGN PROCESS
.1 RESEARCH
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The research began with a comprehensive study of the SAE AeroTHON 2024 rulebook, which
outlined the parameters and constraints for the design. The team also reviewed previous
years' SAE AeroTHON rulebooks and reports, which provided valuable insights into the
advantages and disadvantages of various designs. Various chassis and propeller combinations
were explored, with final decisions made after a thorough evaluation of each option.
Additionally, multiple research papers were examined to gain a deeper understanding of
different micro UAS designs.
4. CONCEPTUAL DESIGN
.1 UAS CONFIGURATION
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The hybrid H-type configuration quadcopter excels in stability, payload efficiency, and
versatility. Its design ensures excellent stability, especially in adverse conditions, and allows for
superior payload capacity due to optimal weight distribution. This makes it ideal for
applications like aerial photography and delivery. In contrast, the X-type offers high agility and
maneuverability but has limited payload capacity and stability.. Additionally, the hybrid H-type's
straightforward structure simplifies maintenance and repairs, making it a robust and versatile
choice for various UAS applications.
Figure 3.1 Different types of configurations
4.1.1 CHASSIS
he chassis of the drone, being the main support structure, will contain the electronic
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components and will support the rotor arms. The chassis also holds the gripper and the
landing gear.
4.1.2 ROTOR ARM
he rotor arm would be bolted to the chassis and will support the motors along with the
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propellers.
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4.1.3 PAYLOAD
s per the objective, a cuboidal payload of mass 200 grams has to be delivered from an initial
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point to a target point. The dimensions of the payload are 10 cm x 5 cm x 5 cm.
4.1.4 GRIPPER
gripper would be attached to the bottom of the chassis to hold onto the payload. The motion
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of the gripper is controlled using a servo motor which will be placed in with the gripper.
4.1.5 LANDING GEAR
he landing gear's job is to cushion the impact of landing so that the rigid sections of the UAS
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are not harmed by the dynamic stresses. The landing gear would be placed with the rotor arms
below the motor mount.
5. DETAILED DESIGN
5.1 PRELIMINARY WEIGHT ESTIMATION
irstly we estimated the weight to aid us in deciding the electrical components and
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aerodynamics part of the UAS.
Component Weight
Chassis 200 grams
Rotor arm 180 grams
Gripper 100 grams
Landing Gear 100 grams
Payload 200 grams
Electrical components 500 grams
Battery 720 grams
Total Weight 2000 grams
Table 5.1 Preliminary weight estimation
5.2 ESTIMATION OF THRUST REQUIRED
hethrusttoweightratioinourquadcoptershouldbeideally2:1,toallowthedronetohoverat
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half throttle. The higher the thrust to weight ratio, the easier it is to control your drone in
elaborateaerobatics.Sothemaxweightofthequadcopteris2kgi.e.20Nsoweshouldhave
at least 40N of thrust.
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5.3. SELECTION OF PROPULSION SYSTEM
5.3.1. PROPELLOR SELECTION
While selecting propeller blades, the following factors are important:
5.3.1.1. NUMBER & SIZE OF BLADES
he number of blades affect mechanical efficiency of the propellers of a drone, which
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increases as the number of blades decreases. We chose 2 blades and 12’’ propellers to
lift a total of 2 kg takeoff weight.
5.3.1.2. PITCH
o generate more torque (like lower pitches) and maintain the demand from the battery
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to increase time of flight (like higher pitches), we chose 5 pitches for the propeller.
5.3.1.3. MATERIAL
e decided on CFRP since it is a lightweight, flexible, and impact-resistant material that
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satisfies all these criteria. Therefore, we utilized 12" x 5" Carbon Fiber Propellers as our
Propellers
5.3.2 SELECTION OF MOTOR
The deciding parameters for the selection of motor are as follows:
5.3.2.1. THRUST TO WEIGHT RATIO:
o ensure optimal stability and performance,it is important to have excess thrust beyond
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the minimum requirement. Thus, maintaining a 2:1 ratio; 4000g to 1010g per motor(for
quadcopter).
5.3.2.2. KV RATINGS:
hoosing the right KV motor is crucial for balancing torque and thrust. High KV motors
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spin faster but draw more current, leading to quicker battery drain and more heat, which
can damage the motor. Conversely, larger propellers perform better with low KV motors,
providing more torque at lower RPMs and reducing current draw and heat generation.
To optimize performance and flight duration, we selected the Sunnysky V3508 High
Efficiency Brushless Motor with a 580KV rating. This motor offers an optimal balance of
efficiency and power, making it ideal for use with larger propellers. Our choice ensures
adequate torque while minimizing current draw and heat, enhancing flight duration and
overall performance.
5.3.2.3. MOTOR SIZE:
he large surface area can cut through more magnetic fields and helps in heat
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dissipation. We have kept the stator thickness more i.e. 8 mm and to maintain optimum
efficiency we will use a stator diameter of 35 mm. The motor’s dimensions are given
below:
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Figure 5.2: Dimensions of BLDC Motor
Fig 5.3 Datasheet for BLDC and Propeller combination
.3.3 SELECTION OF BATTERY
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Our team evaluated three battery types: Lithium-Polymer (LiPo), Nickel Cadmium (NiCad),
andLithiumHighVoltage(LiHv).Consideringweight,rechargeability,andenergydensity,LiPo
batteries emerged as the best choice. Their lightweight nature enhances flight performance
and maneuverability of RC drones, and their rechargeability supports our sustainability
goals.So the battery with specifications:
Battery Type LiPo (Orange)
Battery Capacity 8000mAh
Output Voltage 14.8V
Number of cells 4S
C rating 35
Table 5.2 Battery Specifications
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Figure 5.4: C Rate Estimation through Simulink model
5.3.4 SELECTION OF ESC
n Electronic Speed Controller (ESC) is responsible for managing the velocity, direction,
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and braking of electric motors in UAS, such as drones. It transforms battery energy into
precisely controlled motor actions. To streamline the wiring process, we've opted for a
consolidated solution: a single 4-in-1 ESC, which will handle all four Brushless Direct
Current (BLDC) motors. Our team has chosen the SpeedyBee BLS 50-amp 4-in-1 ESC for
integration into our drone design.
5.4 UAV SIZING
5.4.1 WHEELBASE & ROTOR ARM
he wheelbase of adroneisthedimensionmeasuringthedistancebetweenitstwoopposite
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motors. The wheelbase of our UAS was measured to be 601.72 mm.
Fig 5.5 Top View of Chassis (All dimensions in mm) and rendered rotor arm
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5.4.2 CHASSIS
he chassis must be designed such that itislightinweightforbetteragilityandlongerflight
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time, must be strong and rigid as it bears all the stresses in static as well as dynamic
conditions
.
Fig 5.6 Rendered view Fig 5.7 2D Drawing Top View
5.4.3 PROPELLER CLEARANCE
The propeller clearance was found to be 77.46 mm .
Fig 5.8 Propeller & Rotor Arm (All dimensions in mm)
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5.4.4 LANDING GEAR
helandinggearsaremadetogivestructuralsupporttothedrone.Itisalsousedtofacilitate
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safe take-off and landing of UAS.(All dimensions in mm).
Fig 5.9 Landing Gear Rendered Image Fig 5.10 2D Drawing
5.4.5 GRIPPING MECHANISM
he gripper mechanism must be capable of accommodating a payload weighing 200 grams
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with dimensions of 10x5x5 cm. To address this requirement, our team opted to design a
box-like structure featuring a single door to secure the payload. This door is operated by an
SG90 micro servo motor and is attached to the main body via a rotating hinge.
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Fig 5.11 CAD model of Gripper
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5.5 UAV Performance
5.5.1. TIME OF FLIGHT ESTIMATION:
𝑄 1
𝑡𝑓𝑙𝑖𝑔ℎ𝑡 = 1000
. . 60
𝐼 𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑
𝐼𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑 = 𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙 𝑜𝑎𝑑 × 𝐿 𝑓𝑙𝑦𝑖𝑛𝑔
𝑐𝑢𝑟𝑟𝑒𝑛𝑡𝑝𝑎𝑦𝑙𝑜𝑎𝑑
𝐿𝑓𝑙𝑦𝑖𝑛𝑔 = 𝑚𝑎𝑥𝑖𝑚𝑢𝑚𝑝𝑎𝑦𝑙𝑜𝑎𝑑
Current payload = Drone weight - Chassis = 1.6kg
(𝑚𝑎𝑥𝑖𝑚𝑢𝑚𝑡ℎ𝑟𝑢𝑠𝑡−𝑑𝑟𝑜𝑛𝑒𝑤𝑒𝑖𝑔ℎ𝑡)
𝑀𝑎𝑥𝑖𝑚𝑢𝑚𝑝
𝑎𝑦𝑙𝑜𝑎𝑑 = (𝑠𝑎𝑓𝑒𝑡𝑦𝑓𝑎𝑐𝑡𝑜𝑟−1)
Safety factor = thrust to weight ratio = 2
Maximum thrust = specific thrust x powerout motor
Maximum thrust = 8.24 g/W x 603.4 W
Maximum thrust = 4.97 kg
Hence,
(4.97−2.00)
𝑀𝑎𝑥𝑖𝑚𝑢𝑚𝑝
𝑎𝑦𝑙𝑜𝑎𝑑 = (2−1)
= 2. 97𝑘𝑔
1.6
𝐿𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑 = 2.97
× 100 = 53%
𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑 = 𝐼𝑜 𝑡ℎ𝑒𝑟 + 𝐼 𝑚𝑜𝑡𝑜𝑟×𝑁𝑚
𝑜𝑡𝑜𝑟𝑠
𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑 = 8𝐴 + 12. 85𝐴 × 4
𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑 = 59. 4𝐴
Now we know,
𝐼𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑 = 𝐼 𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑×𝐿𝑓𝑙𝑦𝑖𝑛𝑔
𝐼𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑 = 59. 4 × 5
3%
𝐼 𝑓𝑙𝑦𝑖𝑛𝑔𝑙𝑜𝑎𝑑
= 31. 5𝐴
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Hence, 80% Battery capacity = 6400 mAh
((8000)/1000*60) ((6400/1000)*60)
𝑡𝑓𝑙𝑖𝑔ℎ𝑡 = 31.5
𝑡𝑓𝑙𝑖𝑔ℎ𝑡80% = 31.5
𝑡𝑓𝑙𝑖𝑔ℎ𝑡 = 15𝑚
𝑖𝑛𝑢𝑡𝑒𝑠1
4𝑠𝑒𝑐𝑜𝑛𝑑𝑠 𝑡𝑓𝑙𝑖𝑔ℎ𝑡80% = 12𝑚
𝑖𝑛𝑢𝑡𝑒𝑠1
1𝑠𝑒𝑐𝑜𝑛𝑑𝑠
5.5.2. POWER ESTIMATION:
𝑁𝑠𝑒𝑟𝑖𝑒𝑠 = 4, 𝐿 𝑖𝑃𝑜𝐶𝑒𝑙𝑙𝑉𝑜𝑙𝑡 = 3. 7𝑉
𝑉𝑏𝑎𝑡𝑛𝑜𝑚𝑖𝑛𝑎𝑙 = 𝐿 𝑖𝑃𝑜𝐶𝑒𝑙𝑙𝑉𝑜𝑙𝑡 × 𝑁𝑠𝑒𝑟𝑖𝑒𝑠 = 14. 8𝑉
here, LiPoCellVolt is the voltage supply single LiPoCell battery provides which is
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approximately 3.7 volts.
𝑁𝑠𝑒𝑖𝑟𝑒𝑠 is the number of cells in series
The maximum power consumed by the multicopter𝑊𝑚𝑎𝑥 is defined as
𝑊𝑚𝑎𝑥 = 𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑 × 𝑉𝑏𝑎𝑡𝑛𝑜𝑚𝑖𝑛𝑎𝑙 = 59.4A x 14.8 V= 879.1 W
6. MATERIAL SELECTION:
In selecting the appropriate material for drone design, an extensive research process was
undertaken, evaluating various materials based on factors such as power, durability, ease of
manufacturing, cost and market availability. After considering options as given below in table
6.2,This combination of materials ensures a robust, lightweight, and efficient drone design.
Component Material Reason
c hassis plates, rotor arms , Carbon fiber xceptional strength-to-weight
e
landing gear ratio,resistance to fatigue and corrosion
otor mounts & rotor arm
m Aluminum alloy excellent balance of strength and weight
mounts 000 series
2
gripper ABS urability, ease of manufacturing, and
d
cost-effectiveness
Table 6.1 materials selected for fabrication
15
S.NO MATERIAL DENSITY TENSILE YIELD MODULUS MANUFACTURIN
(g/cc) TRENGT
S STRENGTH OF G
H (Mpa) LASTICITY
E PROCESS
(Mpa) (Gpa)
1 Aluminum
6061 Al Alloy 2.7 310 240-275 68
CNC
7075 Al Alloy 2.81 510-570 430-480 71
2024 Al Alloy 2.78 483 345 73
2 Carbon Fiber 1.79 3500 - 228 CNC, Layup,
Vacuum Bagging
3 Plastic
ABS 1.06 22-74 12-16 1.9-2.5 Injection Molding,
3D Printing
PLA 1.24-1.27 39-52 26 3.5
4 Plywood
Aircraft grade 0.5-0.6 35-45 20-30 10-15 CNC, Laser
cutting
Baltic birch 0.6-0.7 30-40 30-50 10-13
ply
5 Fiberglass 1.8 262-310 - 13-20 iberglass Layup,
F
(G-10) Vacuum Bagging
Table 6.2: Comparison of materials
7. SUBSYSTEM SELECTION
7.1. COMMUNICATION SYSTEM
adio telemetry and video telemetry in drones provide real-time data on flight parameters
R
also they enable precise control, navigation, and monitoring, ensuring safe and efficient
drone operation.The ground station computer typically runs QGroundControl.The flight
controller runs the Ardupilot flight stack, while a companion computer provides advanced
features like object detection and target identification. The two systems are connected
using a fast serial link, and typically communicate using the MAVLink protocol.
7.1.1. GLOBAL POSITIONING SYSTEM (GPS)
or positioning and navigation system we will be using Ublox Neo M8N GPS Module w/
F
Compass. It has a sensitivity of -161dBm, boot time of one second and it can function to
a maximum altitude of 18000m.
16
7.1.2. HOLYBRO SiK RADIO TELEMETRY 433MHz
SiK Telemetry Radio is one of the easiest ways to set up a telemetry connection
A
between your Autopilot and a ground station.We will be using Holybro SiK Radio
Telemetry V3 500mW 433MHz as it is suitable according to Indian NFAP Guidelines.It is
of very Small size. Receiver Sensitivity is 117 dBm, power output of 500mW and
transmits power up to 20dBm(100mW). It supports MAVLink protocol framing and status
reporting and is built in error correcting code(can correct up to 25% data bit errors)The
Holybro V3 500mW 433MHz radio telemetry offers reliable long-range communication for
drones and other RC devices.
Figure 7.1:Communication system
.1.3. VIDEO TELEMETRY
7
As per the problem statement given to us, we will be required to use two cameras for our
UAV drone.The first camera will be using is Caddx Ant Lite Analog Camera (16:9) and
the second camera will beWaveshare OV5640 5MP USB Camera.The Caddx Ant Lite
Analog Camera boasts 1200TVL resolution, 165-degree FOV, Wide Dynamic Range, low
latency, and weighs just 2 grams. It's durable, supports a voltage range of 3.7V-18V. The
Waveshare OV5640 5MP USB Camera features a 5MP resolution, USB 2.0 interface,
auto-focus capability, and supports various image formats like JPEG, YUV, and RGB.
.1.4. TRANSMITTER AND RECEIVER
7
The transmitter we will be using is Flysky FS-i6S Transmitter as it has 10 channels and
frequency range of (2.405-2.475)Ghz and a bandwidth of 500 Khz. In the case of
receiver we will be using FS-iA10B Receiver with a receiver sensitivity of 105 dBm.
17
7.2. CONTROL & NAVIGATION SYSTEM
he entire control system (PID controller) and navigation system is inbuilt in the flight
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controller used in the UAV is Pixhawk 32 bit STM32F427 Cortex M4 core with Nvidia
Jetson Nano onboard computers for computer vision, a robust communication system is
essential. This infrastructure enables real-time data transmission, facilitating precise
object identification. Such integration enhances operational efficiency and autonomy,
crucial for various commercial and industrial drone operations.
7.2.1. FLIGHT CONTROLLER: PIXHAWK FLIGHT CONTROLLER
his Pixhawk flight controller from RadioLink has optimized the PCB layout, providing
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more stable flight performance even at high speed. It integrated the newest 32-bit chip
technology and high-end sensors, this is absolutely one of the best flight controllers for
quadcopters.Pixhawk runs on the NuttX OS by utilizing its real-time capabilities to
manage drone flight control tasks. NuttX provides a POSIX-like environment, enabling
Pixhawk to handle sensor data, execute flight algorithms, and control actuators efficiently
and reliably.Jetson acts as a companion computer for Pixhawk by handling advanced
computations like computer vision, AI processing, and high-level mission planning. It
communicates with Pixhawk via MAVLink protocol, offloading intensive tasks while
Pixhawk manages real-time flight control and sensor Integration.
Figure 7.2: Control & Navigation System
18
.2.1.1 MATHEMATICAL MODELING
7
The quadrotor is a six degrees of freedom system defined with twelve states. The following
state and control vectors are adopted: (1) X=[ φ, φ’, θ,θ’, ψ,ψ’,x,x’,y,y’, z, z’]’ (1)
(2) U=[u1,u2,u3,u4] (2)
where : u(i) - control input of motor, i = 1,2,3, 4 - motor number
ix out of twelve states govern the attitude of the system (Fig.2). These include the Euler
S
angles(φ,θ,ψ)andangularratesaroundthethreeorthogonalbodyaxes.Theothersixstates
determinetheposition(x,y,z)andlinearvelocitiesofthecenterofmassofthequadrotorwith
respect to a fixed reference frame.
Force diagram of quadcopter
Where ck =cos(k),sk=sin(k).ThethrustTi generatedbyrotoriisproportionaltosquareof
2
ropeller’s angular velocity is given as 𝑇(𝑖) = 𝑏ω
p
Whereb>0isaparameterdependingonthedensityoftheair,theradiusofthepropeller,the
chord length and the number of blades. The yaw moment produced by the rotor’s reactive
torque Qi is given as:
2
𝑖 = 𝑘ω
𝑄
Where k is rotor induced torque drag coefficient which mainly depends on the propeller’s
specification. Thus the total acting torques T=[Tφ,Tθ,Tϕ ] on body fixed frame are given as
The full dynamics can be described as ; mr’’=F
Iω 𝑏' + ω𝑏 * 𝐼ω𝑏 = 𝑀
So based above equations the dynamic model of quadrotor UAS can be defined as :
−𝑇
’
𝑥 '' = (𝑐𝑜𝑠φ𝑠𝑖𝑛θ𝑐𝑜𝑠ϕ + 𝑠𝑖𝑛φ𝑠𝑖𝑛ϕ) 𝑚 − 𝑘1𝑥
−𝑇
𝑦’’=(𝑠𝑖𝑛φ𝑠𝑖𝑛θ𝑐𝑜𝑠ϕ − 𝑐𝑜𝑠φ𝑠𝑖𝑛ϕ) 𝑚
− 𝑘2 𝑦'
−𝑇
𝑧’’=𝑔 + 𝑐𝑜𝑠θ𝑐𝑜𝑠ϕ 𝑚
− 𝑘2 𝑧'
𝐼𝑦−𝐼𝑧 τϕ
𝑝' = ( 𝐼𝑋
)𝑞𝑟 + 𝐼𝑥
− 𝑘4𝑝'
𝐼𝑧−𝐼𝑥 τϕ
𝑞' = ( 𝐼𝑦 )𝑝𝑟 + 𝐼𝑦
− 𝑘5𝑞
'
𝐼𝑥−𝐼𝑦 τϕ
𝑟' = ( 𝐼𝑥 )𝑝𝑞 + 𝐼𝑧
− 𝑘6𝑟 '
ϕ' = 𝑝 + (𝑠𝑖𝑛ϕ𝑡𝑎𝑛θ)𝑞 + (𝑐𝑜𝑠ϕ𝑡𝑎𝑛θ)𝑟
θ' = 𝑞𝑐𝑜𝑠ϕ − 𝑟𝑠𝑖𝑛ϕ
φ' = (𝑞𝑠𝑖𝑛ϕ + 𝑟𝑐𝑜𝑠ϕ)/𝑐𝑜𝑠θ
19
hederivationofthedynamicsisbasedoninertialandbodyframes.Andthedefinitionofthe
T
two frames is shown in Fig. 2. Let B (x,y,z) betheframeattachedtothevehiclebodyand
E(x,y,z) denote the inertial frame. The origin of the inertial frame is set to the take-off point
while the origin of the bodyframeisinthevehiclecenterofgravity(CG).Therotationmatrix
R(φ,θ,ϕ) from body frame to inertial frame depends on the three Euler angles (φ, θ ,ϕ)
representing, respectively, the roll, the pitch and the yaw.
Fig 7.3 PID Control system
8. CG CALCULATION AND STABILITY
helocationofCGplaysanimportantroleinthestabilityofquadcopter.Alteringthelocationof
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the CG also changes the COM because the force of gravity acts roughly on the COM. The
motorarmsareequallysizedsothatallmotorshaveequalcontrolauthorityandallcontribute
equally in providing thrust. As it is clearly noticeable in Fig 8.1 that CG is nearly below and
coincident with the centerline of rotor arms which will enable each motor with same
controllability and RPM of every motor remains almost equal during hovering. CG is below
whichwillfacilitatetheUAStorecoverincaseofrollinginstability.OverallCGisat(X =0.3mm
,Y=39.70mm,Z=1.1mm)whereoriginisinthecenterandatthebottomofthebaseplate
& is at (X= 231.15mm, Y= 145.63mm, Z= 178.58 mm) fromthefootoflandinggear(ground
reference)
Fig 8.1 Position of CG from global origin and from foot of landing gear
20
9. ANALYSIS
9.1. STATIC ANALYSIS OF UAS'S CHASSIS
his study used ANSYS to evaluate the structural integrity of a UAS chassis under a 40N
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load applied to its four rotor arms, representing twice the UAS's weight. The analysis showed
minimal deformation(0 mm to 0.091728 mm)and an equivalent strain range of7.2387e-17
to 5.4895e-5, indicating the chassis can withstand the load. Stress concentrations matched
theoretical expectations, confirming the design's reliability and ensuring the drone's
performance and safety during operation.
Figure 9.1: Total Deformation of chassis Figure 9.2: Equivalent Elastic Strain of Chassis
9.2. MODAL ANALYSIS OF UAS’S CHASSIS
odal analysis is equally essential for predicting the natural frequencies and mode
M
shapes of the chassis. The computed natural frequency was found to be251.95 Hz,
indicative of the chassis's vibration characteristics. The modal analysis also revealed a
total deformation ranging from0 to 145.31 mmanddirectional deformation ranging
from-72.016 mm to 76.915 mm. Understanding thesedeformation patterns is vital for
optimizing the chassis design to minimize structural weaknesses and ensure operational
reliability. The observed stress concentrations aligned with theoretical expectations,
further bolstering confidence in the drone's performance and reliability.
Figure 9.3: Total Deformation at Figure 9.4: Directional Deformation at
Natural frequency Natural Frequency
21
9.3 STATIC ANALYSIS OF LANDING GEAR
The landing gear's structural performance was evaluated with a 10 N load per gear, totaling
40 N. The analysis showed minimal deformation (0 to0.00034314 mmtotal and
-6.0726e-6 to 2.9306e-5 mmdirectional),confirming the landing gear can support
significant loads. These findings ensure safe, stable landings and are crucial for optimizing
UAS design and reliability.
Figure 9.5: Directional Deformation of Landing gear Figure 9.6:Total Deformation of Landing gear
.4 STATIC ANALYSIS OF GRIPPER
9
The gripper was tested with a 2 N (200g force) load on its opening door. Results showed
minimal deformation(0 to 0.0037449 mmtotal,-0.0013703 mm to 0.0017513 mm
directional), confirming its ability to withstand the force while maintaining structural integrity.
Understanding these deformations is key for design optimization and operational reliability.
Figure 9.7: Directional Deformation Figure 9.8: Total Deformation
of Gripper of Gripper
9.5 DROP TEST (CRASH TEST) ANALYSIS OF CHASSIS
o ensure the structural integrity and durability of our Unmanned Aerial System (UAS), we
T
conducted a crash test simulation usingANSYSLS-DYNA.Thesimulationinvolveddropping
the UAS from a height of 30 meters onto a high-performance concrete surface. The results
revealed that total deformation ranged between 0 to 13.003 mm, indicating that the UAS
structurecanwithstandsignificantimpactwithoutsubstantialdamage.Additionally,theFactor
of Safety was 2.3576, demonstrating a robust safety margin. These findings confirm the
resilience and reliability of our UAS in crash scenarios. Detailed results of the crash test
simulation are presented in the appendix for further reference.
22
Figure 9.9: Total Deformation after Crash Figure 9.10: Factor of Safety after crash
9.6 TOPOLOGY OPTIMIZATION
iven that weight was a significant constraint in the competition, reducing dead mass is
G
essential for optimizing UAS performance. Consequently, the team decided to implement
topology optimization techniques to refine the design of both the gripper and the chassis,
aiming to minimize weight while maintaining structural integrity and functionality.
Fig 9.11. Preliminary Gripper Design Fig 9.12 Optimized Gripper Design
Fig 9.13. Preliminary Base Plate Design Fig 9.14 Optimized Base Plate Design
23
10. FINAL DESIGN LAYOUT
Figure 10.1:Final design with cover Figure 10.2 Final rendered without cover
Wheel base 601.72 mm
Propeller Clearance 77.46 mm
Landing Gear Height 126 mm
Landing Gear Front Width 15 mm
Landing Gear Side Width 60 mm
Minimum Distance between Motors 383.43 mm
Table 10.1 Final Design Specifications
10.1.DETAILED WEIGHT BREAKDOWN
Fig 10.3 CG of different components and whole assembly with respect to Origin
Refer 15.2 for detailed weight distribution with their CG in Appendix
24
11. UAV PERFORMANCE RECALCULATION
TR = LV/cosα
FF = LV sinα/cosα
11.1 CONSTANT VELOCITY AND VARYING ANGLE OF ATTACK
Calculation under conditions, with varying pitching angle and constant velocity of 3.33 m/s.
Pitching angle (α) CD FF(N) FD (N) TR(N) TR/W
5° 0.27 1.75 0.165 20.07 1.023
10° 0.29 3.52 0.185 20.3 1.034
15° 0.31 5.36 0.194 20.7 1.055
Table 11.1 Thrust Calculations under Constant Velocity and Varying Pitching Angle
1.2 CONSTANT ANGLE OF ATTACK AND VARYING VELOCITY
1
Calculations done under conditions, with varying velocity and constant pitching angle of 10
degree
Velocity (m/s) CD FF(N) FD (N) TR(N) TR/W
2.5 0.172 3.52 0.105 20.3 1.034
3.3 0.29 3.52 0.182 20.3 1.034
3.5 0.34 3.52 0.202 20.3 1.034
Table 11.2 Thrust calculations under Constant Pitching Angle and Varying Velocity
Refer 15.8 for CD and FD estimationv/s iterations in Appendix
11.3. POWER ESTIMATION:
𝑁𝑠𝑒𝑟𝑖𝑒𝑠 = 4, 𝐿 𝑖𝑃𝑜𝐶𝑒𝑙𝑙𝑉𝑜𝑙𝑡 = 3. 7𝑉
𝑉𝑏𝑎𝑡𝑛𝑜𝑚𝑖𝑛𝑎𝑙 = 𝐿 𝑖𝑃𝑜𝐶𝑒𝑙𝑙𝑉𝑜𝑙𝑡 × 𝑁𝑠𝑒𝑟𝑖𝑒𝑠 = 14. 8𝑉
𝑊𝑚𝑎𝑥 = 𝐼𝑚𝑎𝑥𝑓𝑢𝑙𝑙𝑙𝑜𝑎𝑑 × 𝑉𝑏𝑎𝑡𝑛𝑜𝑚𝑖𝑛𝑎𝑙 = 59.4A x 14.8 V = 879.1 W
11.4. ENDURANCE ESTIMATION
Constant current drain = 35C * 8000 mAh = 280 A
Current drain time = (8 Ah / 31.5 A) * 60 mins = 15 mins 14 sec
25
11.5 THRUST ANALYSIS
11.5.1 SINGLE PROPELLER
he EOLO 12 X 5 propeller was analyzed using Ansys Fluent , and maximum thrust is
T
estimated to be 11.47N, which can be achieved with an rpm of 5800 using Sunny Sky
v3508 580KV BLDC motor
Fig 11.1 Thrust Force Graph Fig 11.2 Particle Pathlines
11.5.2 COMPLETE THRUST ANALYSIS OF THE CHASSIS
he chassis using four EOLO 12 X 5 propellers was analyzed using Ansys Fluent , and
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maximumthrustisestimatedtobe49.7N,which canbeachievedwithanrpmof5800using
Sunny Sky v3508 580KV BLDC motor.
Fig 11.3 Thrust Force Graph Fig 11.4 Particle Pathlines
11.5.3 FINAL THRUST TO WEIGHT RATIO (WITH PAYLOAD)
onsidering the weight of payload and some extra weight, such as weight of nuts, bolts,
C
vibrational dampers, wiring etc. Weight of the quadcopter is assumed to be 2000 grams
maximum.
T/Wratio = Tmax/W = 49.7N/19.62N = 2.5357:1
26
12. AUTONOMOUS METHODOLOGY
12.1 AUTONOMOUS FLIGHT
e explored the implementation of an autonomous flight mission using the DroneKit library in
W
Python, integrated with ArduPilot, to achieve efficient grid-based traversal for optimal detection
without redundant visits or missed areas.
12.1.1MISSION PLANNING: GRID-BASED FIELD TRAVERSAL
he field is divided into a grid of smaller, manageable sections. The size of each grid cell is
T
determined based on the detection algorithm's range and the drone's capabilities. The
objective is to generate waypoints that guide the drone through each grid systematically.
Steps to Create a Grid-Based Path
1. F ield Dimensions and Grid Size: Determine the dimensions of the field and then
divide it into smaller grid cells.
2. Waypoint Generation: Create a python file that stores all center points of squares in
the form of a json file.
3. Path Planning: Develop a traversal path that visits each waypoint in a systematic order,
ensuring no grid cell is revisited
Fig 12.1 Drone Traversal using grid algorithm
2.1.2CONCLUSION
1
Implementing an autonomous mission using DroneKit and ArduPilot provides a robust solution
for efficient field traversal. By dividing the field into grids and planning a systematic path, the
drone can cover the entire area without redundant visits, ensuring that detection algorithms
operate optimally. This method not only maximizes efficiency but also enhances the accuracy
of detection tasks, making it a valuable approach for various applications.
12.2 AUTONOMOUS IDENTIFICATION
12.2.1AUTONOMOUS OBJECT DETECTION AND COUNTING
ur approach for implementing advanced object detection and counting capabilities using
O
OpenCV, MobileNet V2, and YOLO v4, focusing on efficient processing and optimal
performance during drone missions. The approach includes switching between detection
algorithms via a ground station for enhanced flexibility and control.
27
12.2.2 INTEGRATED APPROACH OVERVIEW AND WORKFLOW
Step 1: Capturing and Processing Camera Feed using OpenCV
he first step involves capturing the video feed from the drone’s onboard camera and
T
processing it using OpenCV. By focusing on the region of interest (ROI) in the video feed, we
can optimize the performance of the subsequent object detection algorithms.
Key Considerations:
● R egion of Interest (ROI): Identify and isolate the area of the frame where object
detection is necessary.
● Frame Processing: Apply necessary preprocessing steps such as resizing, filtering,
and color conversion to prepare the frames for detection algorithms.
Workflow:
. T
1 he drone captures the video feed from its onboard camera.
2. Using OpenCV, the feed is continuously processed to focus on the ROI, ensuring only
relevant portions of the video are analyzed and reducing the computational load.
Step 2: Hotspot and Target Detection Using YOLOv4
or detailed and accurate Hotspot and Target detection, especially in scenarios requiring the
F
identification of specific Target (e.g., for payload drops), YOLO v4 is used. YOLO v4 is
renowned for its speed and accuracy, making it ideal for real-time applications.
Key Considerations:
● D etection Accuracy: Leverage YOLO v4’s advanced architecture to accurately detect
and classify objects within the frame.
● Real-Time Performance: Ensure that the detection process is fast enough to keep up
with the drone’s movement and changing environment.
Workflow:
. F
1 rames containing identified hotspots are further processed using the YOLO v4 model.
2. YOLO v4 performs detailed object detection, classifying and localizing specific objects
within the frame.This step is crucial for tasks that require precise object recognition.
Fig 12.2 Custom dataset for detection Algorithms
28
tep 3: Object Classification Using MobilenetV2
S
MobileNetV2 is a lightweight convolutional neural network, designed for efficient mobile and
embedded vision applications.It is highly effective for Classification tasks due to its compact
architecture,high accuracy and flexibility.
Workflow:
. E
1 ach frame from the video feed is passed through the MobileNet V2 model.
2. The model quickly classifies potential Object within the ROI, marking areas that require
more detailed inspection
3. The efficiency of MobileNet V2 allows for real-time processing, ensuring the drone’s
performance remains optimal.
4. Snapshots of every classified objects are taken,stored and counted locally for later
analysis.
Step 4: Algorithm Switching via Ground Station
he ground station plays a crucial role in dynamically switching between detection algorithms
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based on mission requirements. Operators at the ground station can send commands to the
drone, directing it to switch between MobileNet V2 for Object Classification and YOLO v4 for
detailed object detection(Hotspot and Target). This remote control enhances mission flexibility
and responsiveness.
Key Considerations:
● G round Station Interface: Develop an intuitive interface that allows operators to switch
between algorithms easily.
● Real-Time Communication: Ensure reliable and low-latency communication between
the ground station and the drone.
Workflow:
. O
1 perators at the ground station monitor the mission in real-time.
2. Based on the mission's progress and requirements, operators can send commands to
switch between MobileNet V2 and YOLO v4.
3. This dynamic adjustment ensures that the drone performs optimally and adapts to
varying mission needs.
12.2.3 CONCLUSION
Integrating OpenCV for video processing, MobileNet V2 for efficient object classification and
YOLO v4 for detailed object detection provides a robust solution for autonomous drone
missions. The ability to switch between detection algorithms via a ground station ensures that
drones can perform complex tasks efficiently and accurately, extending their operational
capabilities and enhancing their effectiveness across various applications.
2.3 AUTONOMOUS PAYLOAD DROP MECHANISM
1
Autonomous payload drops employ DroneKit for navigation, utilizing image processing to
pinpoint the target. The drone efficiently navigates to the drop zone and descends to certain
drop altitude for precise positioning. Using image processing and a servo mechanism, it
29
c enters over the target hotspot for accurate payload release, controlled through DroneKit
commands.
Workflow:
1. Image Analysis: Analyze the video feed to identify the exact location of the target using
OpenCV .
2. Controlled Descent: After Detection of Target , Gradually lower the altitude to maintain
stability.
3. Precision Control: Make fine adjustments to the drone’s position to center it over the
hotspot accurately.
4. Servo Control: Use DroneKit to send commands to the servo mechanism.
5. Secure Release: Activate the servo to release the gripper and drop the payload
accurately onto the target hotspot.
Fig 12.3 Approach of drone at the target location for payload drop
13. INNOVATION
e focused on enhancing the aerodynamic efficiency of our UAS by redesigning the stack
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cover to reduce drag and improve performance. Using ANSYS for a comparative analysis, we
evaluated a conventional non-aerodynamic stack box against our optimized aerodynamic
design. CFD simulations plotted velocity contours and drag force versus time graphs for both
designs. The results demonstrated a significant drag reduction with the new design, evidenced
by smoother velocity contours and a more stable drag force graph. Additionally, the
aerodynamic design maintained laminar flow across the stack cover, further enhancing the
UAS's efficiency. This improvement not only reduces drag but also contributes to longer flight
durations and better maneuverability. This innovation represents a crucial advancement in
UAS technology, highlighting the importance of aerodynamic optimization in achieving superior
performance.
30
Fig 13.1. Drag force v/s time flown Fig 13.2 Velocity contour
Design 1:- Conventionalnon-aerodynamic stack cover
Fig 13.3. Drag force v/s time flown Fig 13.4 Velocity contour
Design 2:-Aerodynamic stack cover
he drag force for the conventional design was2.08N, while the optimized design reduced it to
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1.65N, indicating improved aerodynamic efficiency.The velocity contour of the conventional
design showed turbulent flow distortions, whereas the optimized design maintained smooth,
laminar flow across the stack cover, further enhancing UAS efficiency. This improvement
reduces drag, contributes to longer flight durations, and enhances maneuverability,
showcasing a significant advancement in UAS technology. Related graphs and detailed
analysis are presented in the appendix for further reference.
14. CONCLUSION
he team embarked on the aircraft design process with a primary focus on learning. Through
T
multiple design iterations and comprehensive analysis, the team has successfully achieved the
final design while addressing the problem statement. The initial phase involved determining the
wing configuration of the unmanned aircraft system (UAS), and significant attention was
dedicated to designing an effective gripping mechanism. As a result, the team acquired
valuable skills and knowledge, making the overall experience highly beneficial. The UAS
design stands as a testament to the team's diligent efforts and positively portrays the college.
31
15. APPENDIX
15.1 SPECIFICATIONS OF BATTERY
Model Number ORANGE 8000/4S-35C
Capacity (mAh) 8000
Weight (g) 720
Output Voltage (VDC) 14.8
Charge Rate (C) 1~3
Max. Continuous Discharge 40C
Max. Brust Discharge (C) 50C (10sec)
Specifications of battery
15.2 DETAILED WEIGHT BREAKDOWN
r.
S Name of Component Center of Gravity Mass
No. (g)
X axis Y axis Z axis
1 SpeedyBee BLS 50A 4-in-1 ESC 13.27 52.59 -65.7 13.8
2 Carbon Fiber Propeller 2 Blade(1) 232.01 69.71 -191.71 15
3 Carbon Fiber Propeller 2 Blade(2) -232.01 69.71 -191.71 15
4 Carbon Fiber Propeller 2 Blade(3) -232.01 69.71 191.71 15
5 Carbon Fiber Propeller 2 Blade(4) 232.01 69.71 191.71 15
6 unnysky V3508 High Efficiency
S 232.01 46.09 -191.71 90
Brushless Motor 580KV (1)
7 unnysky V3508 High Efficiency
S -232.01 46.09 -191.71 90
Brushless Motor 580KV (2)
8 unnysky V3508 High Efficiency
S -232.01 46.09 191.71 90
Brushless Motor 580KV (3)
9 unnysky V3508 High Efficiency
S 232.01 46.09 191.71 90
Brushless Motor 580KV (4)
10 Orange 4S 8000mah 35C LiPo 0 17.5 0 720
32
Battery
11 Pixhawk 2.4.8 Flight Controller 0 66.05 0 40
12 Ublox Neo M8N GPS Module -24.87 197.1 70.17 26
13 FS-iA10B 10CH Receiver 10.79 61.1 60.64 15
14 Caddx Ant Lite Analog FPV Camera 3.45 15 115.1 2
15 aveshare OV5640 5MP USB
W -0.98 -15.3 78.4 5
Camera
16 olybro SiK Telemetry Radio V3
H 29.4 20.7 19.9 15
500mW 433 MHz
17 Nvidia Jetson Nano -5.39 89.27 3.20 240
18 Buck Convertor(24 V to 5V) 5
19 owerPro SG90 Mini Servo (90
T 34.6 -38.06 1.09 9
degree)
20 Rotor arm (1) 145 27 -145.6 20
21 Rotor arm (2) -145 27 -145.6 20
22 Rotor arm (3) -145 27 145.6 20
23 Rotor arm (4) 145 27 145.6 20
24 Rotor Arm Mount(1) 45.07 27 -83.95 9
25 Rotor Arm Mount(2) -45.07 27 -83.95 9
26 Rotor Arm Mount(3) -45.07 27 83.95 9
27 Rotor Arm Mount(4) 45.07 27 83.95 9
28 Landing Gear (1) 232.01 -44.5 -191.71 10
29 Landing Gear (2) -232.01 -44.5 -191.71 10
30 Landing Gear (3) -232.01 -44.5 191.71 10
31 Landing Gear 4 232.01 -44.5 191.71 10
32 Hub 0.65 53.42 0.62 100
Overall CG and Weight 0.3 39.7 1.1 1766.8
33
15.3 BILL OF MATERIALS
S.no. Components Qty. Rate Price
1 SpeedyBee BLS 50A 4-in-1 ESC 1 4049 4049
2 arbon Fiber Propellers 2 Blade (12x5)
C 2 999 1998
1CW + 1CCW Pair
3 unnysky V3508 High Efficiency Brushless
S 4 5630 22520
Motor 580KV
4 Orange 4S 8000mah 35C LiPo Battery 1 7000 7000
5 Pixhawk 2.4.8 Flight Controller 1 14866 14866
6 Ublox Neo M8N GPS Module 1 2299 2299
7 lysky FS I6S 2.4Ghz 10Ch Transmitter
F 1 5295 5295
with FS-iA10B 10CH Receiver
8 Caddx Ant Lite Analog FPV Camera 1 1669 1669
9 Waveshare OV5640 5MP USB Camera 1 2759 2759
10 olybro SiK Telemetry Radio V3 500mW
H 1 8800 8800
433 MHz
11 vidia Jetson Nano Developer Kit
N 1 22999 22999
4 GB 64-bit LPDDR4
12 yclone XF5804 PRO 5.8G 48CH
C 1 2000 2000
25/200/600mw Switchable Video Telemetry
13 .8G UVC OTG Android AV Phone
5 1 2200 2200
Receiver
14 DF13 6 pin Flight Controller cable 1 445 445
15 Buck Convertor(24 V to 5V) 1 440 440
16 TowerPro SG90 Mini Servo (90 degree) 1 79 79
17 K Mold Pressed Square Carbon Fiber
3 2 2500 5000
Tube (Hollow) 15mm(OD) 600mm(L)
18 PLA+ 3D Printing Filament 1.75mm 1 Kg 1 1200 1200
19 Motor Mount (Aluminum 2XXX series) 4 80 320
20 Rotor Arm Mount (Aluminum 2XXX series) 8 50 400
TOTAL Rs. 106338
Bills of Material
34
15.4 2D DRAWING SHEET
35
15.5 POWER AND ENDURANCE ESTIMATION
36
15.6 MATHEMATICAL MODELING PLOTS USING MATLAB
Graph for Y-des Vs Y in PID controller model Graph for X-des Vs X in PID controller model
Graph for Z-des Vs Z in PID controller model Graph for Theta Vs Phi in PID controller model
5.7 VELOCITY STREAMLINES AND PRESSURE CONTOUR OF UASs
1
CHASSIS
Pressure contour for optimized Velocity streamlines for optimized
aerodynamic design aerodynamic design
37
Pressure contour for conventional design Velocity streamlines for conventional design
5.8 DRAG FORCE AND COEFFICIENT OF DRAG PLOTS AGAINST
1
ITERATIONS
1) At pitching angle = 5 degree and v=3.3m/s
2) At Pitching angle = 10 degree and v=3.3m/s
38
3) At pitching angle = 15 degrees and v=3.3m/s
4) At pitching angle = 10 degree and v=2.5m/s
5) At pitching angle = 10 degrees and v=3.5m/s
15.9 SOFTWARES USED AS GCS
5.9.1. ARDUPILOT
1
ArduPilot is an advanced, open-source autopilot platform for a variety of vehicles,
including drones,planes, helicopters, rovers, boats, and submarines. It offers
comprehensive navigation, control, and telemetry features, integrating GPS, sensors,
and real-time data for precise movement and operations. It is a free Plane firmware
running on a Pixhawk Flight controller board that gives any Multirotor aircraft full
autonomous capability. It works with a variety of Ground Control Station(GCS) software
for programming and mission operations and offers a complete UAV solution.
39
5.9.2 QGROUND CONTROL
1
QGroundControl offers a comprehensive ground control station solution for UAV
operations. Its user-friendly interface, extensive feature set including mission planning,
telemetry monitoring, and advanced customization options make it preferred.
Compatibility with various autopilot systems add to its versatility and appeal.
15.10. LIST OF SYMBOLS AND ACRONYMS
FF : Forward Force TR : Minimum Thrust Required
FD: Drag Force V: Velocity
α: Pitching Angle RPM: Rotations per minute
W: Weight Lv : Vertical Lift Required
UAS: Unmanned Aerial System Ireq:Required Current
Pm ax: Maximum Power 𝐼other:Other Current
PTotal: Total Power Tflight : Time of flight
η: Efficiency Batrating : Battery Rating
𝐼m: max current Tm ax: Available Maximum Thrust
u: Coefficient of Static Friction CG: Center of Gravity
Id rain: Current Drain LG: Landing Gear
T/Wratio: Thrust to Weight Ratio UAV: Unmanned Aerial Vehicle
Wm ax : Maximum Power VDC: Voltage Discharge Current
CD: Drag coefficient Vb at nominal: Nominal battery voltage
Nseries: No. of cells in series IF lying load: current drawn from the battery by all
components
LFlying: flying load (percentage), Im ax full load:max current drawn from the batteryat
full flying load
COM:Center of mass Im otors:max current in amps drawn by a single
motor
PID:Partial Integral derivative Qi: Reactive torque
40
15.11. REFERENCES
[1]www.sae.org
[2]SAE Aerothon 2023 Rule Book
[3]https://www.researchgate.net/publication/338689734_introduction_To_Quadcopters
[4]CFD Study of Quadcopter Aerodynamics at Static Thrust Conditions,By Erdem
Yilmaz, Junling Hu
[5][5]
ttps://manualzz.com/doc/28543170/final-report-design--implementationt--and-testin
h
g-o f-a uav'
[6]Different Approaches of PID Control UAV Type QuadrotorG. Szafranski, R.
Czyba Silesian University of Technology, Akademicka St 16, Gliwice, Poland
[7]Unmanned Aerial Vehicle Instrumentation for RapidAerial Photo System
Widyawardana Adiprawita*, Adang Suwandi Ahmad = and Jaka Semibiring
[8] Autonomous Quadcopter Precision Landing Onto a Heaving Platform: New
ethod and Experiment NGUYEN XUAN-MUNG 1 , (Member, IEEE), SUNG
M
KYUNG HONG 1 , NGOC PHI NGUYEN1 , LE NHU NGOC THANH HA 2 , AND
TIEN-LOC LE 1 , (Member, IEEE)
[9]Application of Image-Based Visual Servoing onAutonomous Drones Trinadh V S
Venna, Sarosh Patel and Tarek Sobh Interdisciplinary Robotics, Intelligent
N
Sensing and Control (RISC) Lab, School of Engineering, University of Bridgeport
Bridgeport, Connecticut, USA
[10]International Journal of Engineering Research& Technology
ISSN:2278-0181, Vol.7 Issue 11,November-2018
[11]Functional Architecture using ROS for Autonomous UAVs Johvany Gustave,
J amy Chahal and Assia Belbachir Department of Aerospace Systems, IPSA,
Ivry-Sur-Seine, France
[12]Pixhawk Official documentation
41
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