The (in)compatibility of flying outdoors and indoors with the same MAV Rick Ruijsink
ENSICA Toulouse
Journées Micro-drones 2002
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Contents Introduction Ruijsink Dynamic Engineering n Operational criteria for outdoor flight n Operational criteria for indoor flight n Design criteria for outdoor flight n Design criteria for indoor flight n Solutions for combined tasks n Conclusion n
ENSICA Toulouse
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Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
ENSICA Toulouse
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Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n
Volvo Car, NL, Advanced Engineering
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics Ruijsink Dynamic Engineering since 1994
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics Ruijsink Dynamic Engineering since 1994 Aeromodelling since 1958
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n n n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics Ruijsink Dynamic Engineering since 1994 Aeromodelling since 1958 Electric flight pioneer since 1973
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n n n n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics Ruijsink Dynamic Engineering since 1994 Aeromodelling since 1958 Electric flight pioneer since 1973 Participation in many World Championships
ENSICA Toulouse
Journées Micro-drones 2002
RUIJSINK DYNAMIC ENGI NEERING
Introduction Ruijsink D.E. n
Delft University Aeronautical Engineering Propeller measurements for MAV’s
n n n n n n n
Volvo Car, NL, Advanced Engineering Industrial Aerodynamics and ( Aero)acoustics Ruijsink Dynamic Engineering since 1994 Aeromodelling since 1958 Electric flight pioneer since 1973 Participation in many World Championships Producer of MicroMag ultra light radio system
ENSICA Toulouse
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Outdoor flight
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Outdoor flight n
Flight speed is required to cover a good distance in reasonable time
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Outdoor flight n n
Flight speed is required to cover a good distance in reasonable time Flight speed is required to allow significant headwind
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Outdoor flight n n n
Flight speed is required to cover a good distance in reasonable time Flight speed is required to allow significant headwind Gust tolerance is most important for both flight path stability and structural integrity
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Indoor flight
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Indoor flight n
Low flight speed is preferred to allow reasonable reaction times for both control and surveillance
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Indoor flight n
n
Low flight speed is preferred to allow reasonable reaction times for both control and surveillance Manoeuvrability is the most important quality of an indoor MAV
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Indoor flight n
n n
Low flight speed is preferred to allow reasonable reaction times for both control and surveillance Manoeuvrability is the most important quality of an indoor MAV Turning radius is the first important aspect of manoeuvrability
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Outdoor flight, gust sensitivity
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Outdoor flight, gust sensitivity Angle of Incidence increment due to gust w
w ∆α = V
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[rad ]
RUIJSINK DYNAMIC ENGI NEERING
Outdoor flight, gust sensitivity Angle of Incidence increment due to gust w
w ∆α = V Lift increment due to gust w
w ∆ L = ½ × ρ × V × S × Clα × V 2
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[rad ] [N ] RUIJSINK DYNAMIC ENGI NEERING
Outdoor flight, gust sensitivity The gust induced acceleration is:
∆L a= M
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m sec 2
RUIJSINK DYNAMIC ENGI NEERING
Outdoor flight, gust sensitivity The gust induced acceleration is:
½ × ρ × Clα a= ×V × w M S
m sec 2
Slow flying > Low gust induced acceleration n High wing loading a fundamental requirement for low sensitivity to gusts n
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Indoor flight, turning radius
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Indoor flight, turning radius In a turning flight the equilibrium of forces is: L = Lift force α = Angle of bank Fh = Horizontal force (centrifugal) Fv = Vertical force (gravity) ENSICA Toulouse
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Indoor flight, turning radius The three forces are: 1.
[N ]
L = ½ × ρ × V × Cl × S 2
2
2.
V Fh = L × sin α = M × R
[N ]
3.
Fv = L × cos α = M × g
[N ]
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Indoor flight, turning radius From the first and second equation:
M 1 R= × S ½ × ρ × Cl × sin α
[m]
Conclusion: The minimum turning radius is directly proportional to wing loading ENSICA Toulouse
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Indoor flight, turning radius Example with Cl = 0.8 and sinα = 0.9:
M R= × 2.3 S
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[m]
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Indoor flight, turning radius Example with Cl = 0.8 and sinα = 0.9:
M R= × 2.3 S
[m]
and Wing loading 1 kg/m2 (10 gr/dm2):
R = 1 × 2 .3 = 2 .3 ENSICA Toulouse
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[m] RUIJSINK DYNAMIC ENGI NEERING
Indoor flight, turning radius n n
The minimum turning radius is directly proportional to wing loading The minimum turning radius is essentially independent of the speed
M 1 R= × S ½ × ρ × Cl × sin α ENSICA Toulouse
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[m] RUIJSINK DYNAMIC ENGI NEERING
Indoor flight, turning radius n
Equation 3 is required to determine the minimum speed in the turn which is a function of the bank angle
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Outdoor-Indoor incompatibility
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Outdoor-Indoor incompatibility For outdoor flight we need a high wing loading
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Outdoor-Indoor incompatibility For outdoor flight we need a high wing loading For indoor flight we need a light wing loading
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Outdoor-Indoor incompatibility For outdoor flight we need a high wing loading For indoor flight we need a light wing loading These requirements are fundamentally incompatible in conventional designs
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Outdoor-Indoor solutions
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Outdoor-Indoor solutions 1. Compromise In some cases an MAV can be given just the right wing loading to complete both tasks satisfactory
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Outdoor-Indoor solutions 1. Compromise In some cases an MAV can be given just the right wing loading to complete both tasks satisfactory 2. Radical When the requirements for both tasks are more stringent, a different solution is required The wing loading shall be adapted to each case
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Out-Indoor, radical solution 1 Dropped mass
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Out-Indoor, radical solution 1 Dropped mass After completing the outdoor task a part of the power source can be dropped before or just after entering the building
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Out-Indoor, radical solution 1 Dropped mass After completing the outdoor task a part of the power source can be dropped before or just after entering the building This is a simple solution, can only be used when a return of the MAV to the base is not required
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Out-Indoor, radical solution 2 Changed geometry
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Out-Indoor, radical solution 2 Changed geometry When light wing loading is required the wing area could be increased Expanding wings have been shown before, either span wise or chord wise
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Out-Indoor, radical solution 2 Changed geometry When light wing loading is required the wing area could be increased Expanding wings have been shown before, either span wise or chord wise A Rogallo type wing could be deployed inside the building that eventually could be detached at return ENSICA Toulouse
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Conclusion Design of an MAV destined to fly both indoors and outdoors is a challenging task When both tasks need to be performed with authority a conventional fixed geometry, fixed mass MAV is not suitable
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Thank you for your attention
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