Pioneering Autonomous and Intelligent

Systems

Aerospace Systems Pvt Ltd

&

D C E nte rp ris e s

HISTORY

Drone - ProfileStartup

Existence of the company under the ICA 1956Location & Facilities

JGI, Kanakapura RoadState of the Art Facilities

Management TeamExperts from the area of Aerospace, Mechanical, Electronics, Software, Business administration and Military related

BoardProfessionals from different streams (5)

D C Enterprises - Profile

• Estd. 2000• Manufacturers of High Performance, Ultra

Light Micro Brushless Motors• Applications – MAVs • Weight – 1.3g – 12g• Thrust – 12g – 300g• Input Power – 2W - 50W

Infrastructure• 300 Acre Campus – Jain Global Campus• 2500 Sq. Ft. Lab, 500 Sq. Ft. Office• Software/Developmental/Simulation Tools

• Inventor, ANSYS, MatLab, Eagle PCB• Atmel Development boards for Arm Architecture with Olimex

JTAG Debugger• Flight Gear• GNU Toolchain

• Machinery – Lathes, Milling M/c, Shaping, Drilling• Systems and Peripherals –

• 15 Desktops (Dual Core - 64 Bit systems)• 6 Notebooks• 2 Laser Printers & Scanners

• Skill Set / Man Power – 9 Members with Diverse Backgrounds

TEAM DRONEName Domain Prior Experience

Micro/Nano 15 Years

12 Years

5 Years Honeywell

Electronics 3 years

Software 3 years

Communications 3 years Robert Bosch

Software 7 years DEL

Micro Systems 3 years

Aero 3 years

Mechanical 3 years

Consultants (3) 25years

Advisor&BOD 25years Honeywell

Krishna Venkatesh NAL/BEML/IISc/ADA/VTU

Sayanu Pamidighantam RF/MEMS Chartered/IMEC/IISc/BEL

Krishna Kishore AF/Mechatronics

Hemanth Kumar V Wipro/Cosmic Circuits

Chandrahasa Reddy N Applibase

Nithin Prakash

Himesh M

Shirish Krishnamurthy RMIT, SUT

Amaresh H*** Infotech

Naveen T N Diamant

Anand V Kulkarni

MICRO AND MINI AIR VEHICLES

AERIAL ROBOTS WITH 6 DOF

NEED HAZARDOUS AREAS

URBAN CANYONS

OVER THE HILL

BUILDING INTERIORS

BASEMENT

THESE HAVE TO BE UNMANNED OPERATIONS

MICRO < 6 INCHES

MINI >6 INCHES <72 INCHES

Design and Development of a Micro Air Vehicle

*Krishna Venkatesh, *Krishna Kishore, , *Chandrahasa Reddy, *Hemanth Kumar V, *Nithin T P,

** N Chandrashekhar, **Uttam Chandrashekhar , ***Gopalakrishnan K

*Drone Aerospace Systems, Bangalore **DC Enterprises, Bangalore, ***Anna University, Coimbatore

Problem Statement

Handle hostage rescue mission with MAV and UGV which are autonomous or tele-operated. The mission involves:

– Reconnaissance and surveillance of the hostile territory by MAV and transmission of information to a GCS to assist in situational awareness and location of the hostages housed within a building

Problem Statement

– Deployment of UGV based on the information relayed from the MAV to the GCS to aid in obstacle, mine detection and path planning to initiate a commando rescue mission

– Time duration 40 minutes

Conceptual SolutionSystemic multi-vehicle approach adopted with three MAV and one UGV used in conjunction

– MAV 1 to fly in auto mode at an altitude of about 200ft plus to gain situational awareness, assist in mapping various obstacles and aid in path planning by transmitting details of the action zone to the GCS

– MAV 2 to be tele-operated to land on an opposite building to perch and stare

– MAV 3 to fly around the building to give whereabouts of the location of the hostages based on an acoustic signature

– UGV to be tele-operated to determine the path commandos need to take based on MAV’s inputs

Air Vehicle• Material: Depron, EPP, Corrugated Plastic

• Propulsion and Lift system:– Burshless DC motor operating at about 12K-15K rpm and

capable of 230g thrust– Speed controller– 2cell Li-Po with operating voltage of 7.4V to support 20 minute

flight

•Guidance, Navigation and Control

Auto Pilot System

Paparazzi open source project from ENAC

Indigenously developed using inertial sensors

Approach A Approach B

Consists:

Thermal sensor

U-blox GPS

Consists:

U-blox GPS

One 3-Axis accelerometer

One single and One dual axis rate gyroscope

3-Axis magnetometer

Both systems are capable of way point navigation through a pre-defined set of way points and employ PID based control loops to maintain attitude and altitude in flight

Stability Augmentation System

Approach AEmploys pair of thermal sensors for each axis and mounted with their field of view in opposite directions. Difference in the measured radiation between pair of sensors, can be used as a measure of the tilt along the axis

Approach BEmploys MEMS based gyros accelerometers and magnetometers. The angular rates and accelerations along each axis is processed by Extended Kalman filter algorithm to estimate the attitude. PID controllers maintain attitude and altitude

Navigation

Approach AModes: Manual R/C control, Stabilized control, Full autonomous APS uses GPS derived position

to navigate between points

Approach BModes: Rate control, Absolute control, Guided control, Full autonomous

In the first 3 modes, APS takes input from operator at the GCS for flightIn Full autonomous mode, the APS is in full control of the MAV

GCS/Joystick

Autonomous

Guided Control

Absolute Control

Rate Control

Flight Plan

Desired Heading Altitude

Desired Roll/Pitch

Servos

Control system architecture

Base Station

MAV/ UGV

2.4GHzVideo

900 MHzTelemetry/Telecommand

Overall system architecture

System Architecture

Flight Termination System

Approach AReturns to home position in case of loss of link or exceeding pre-defined set boundaries

Approach BOperator takes control of MAV by switching modes to rate control. From safety perspective the system is designed to switch to pre defined servo position as and when it loses contact link with the GCS

Payloads

Sensor SuiteMAV/UGV Communications

GCS to MAV/UGV Communication

Power Management System

Payloads

GNC Sensors

Mission Sensors

GNC Sensors: The APS helps to navigate and stabilize the MAV based on the output of the IR/MEMS based sensors of accelerometers, rate gyros as the case may be and waypoint navigation is accomplished with the assistance of the GPS and magnetometer

Mission Sensors: Wireless CCD and CMOS cameras operating at 900 MHz/2.4GHz for mapping the action zone and to assist in tele-operation of the MAV’s. A miniature electret condenser microphone is also employed to aid in detection of the location of the hostages.

MAV/UGV Commmunication: The MAV is flown over the drop zone continuously streaming live video to the GCS and the UGV. The UGV uses this video to build a map and path planning algorithm is executed to determine the path that is to be traversed to reach the destination.

Payloads

GCS to MAV/UGV Commmunication: The GCS sends control and configuration information to the MAV and UGV. It configures the hardware and sensors before flight and provides operator control data to the vehicle during the mission. It also receives the position and state information from the vehicle for displaying to the operator.

Power Management System:

Approach A - ESky 2S 800 mAh, 7.4 volts Li-Po Cells

Approach B - Thunderpower 2S 1320 mAh,7.4V Li-Po Cells

The same also power a Maxxstream / radiotronix radio modem for communication with the ground station operating at 900 MHz/2.4GHz /868 MHz frequency range as the case may be. A DC-DC converter is employed to power the camera at 12V.

Mission Operations• Flight Preparations

– System, sub-system check and briefing for members

– Inter-operable tasks to ensure members are conversant with

all aspects of flight

– Testing at remote locations

• Man/Machine Interface– The operator can command the vehicle through the joystick,

plan the mission and upload the flight plan or also tele-operate

through a commercial RC

– Visual feedback includes a video presented in real time and

the current position of the vehicle overlayed

• Route Planning/Commando Control– Based on input received at GCS/UGV the UGV shall be tele-

operated and the commandos asked to follow the UGV

– The commandos shall be in radio contact at all times

Risk Reduction• Vehicle status including shock/vibration isolation and

EMI/RFI solutions– Shock/vibration minimised by employing rubber mounts for electronic

boards

– EMI/RFI interference is addressed by shielding RF circuits by copper foil

and placing subsystems away from each other

• Safety– Trials held away from human habitation

– Every member is assigned pre-defined roles to avoid confusion and is

held responsible for their respective roles and safety of the entire team

and system

– Defective items discarded immediately to avoid being used unknowingly

• Modelling and Simulation

– Virtual reality based environment for GCS gives

enhanced vision and beyond visual range pilot control

– Flight Gear employed to build a GCS solution

– Additional software developed to interface Flight Gear

with the actual aircraft

– Enhanced vision and training

– Proposed to employ the mathematical models of the

airplanes developed to be integrated with flight gear

to assist in simulator based training

• Testing

– Component level, subsystem and system testing

– Large scale testing needs to be undertaken to tune

APS and develop ruggedized system

Ground Vehicle(Commercially available electric RC truck)

Image Mosaicing

Feature based location of the paths

Local Path Planning (UGV)

Global Path Planning (MAV)A map of the whole area generated by image mosaicing algorithm.Points on the ground are mapped by GPS, altitude data and field of view of camera of MAV by visual odometry

Straight line paths are identified. The ends of straight lines are regarded as Waypoints. Optimal path with minimum distance as criterion is generated

Gobal path identified by MAV is input for UGV. Laser range finder is used to detect small obstacles in UGV’s path in conjunction with cameras mounted on UGV. Land mines detected based on colour pattern recognition

Conclusion

• Systems when developed completely and integrated would be capable of performing the mission as desired

• Provide a platform to adapt to other situations as spin off’s of these developments

References• Mujahid Abdulrahim, Roberto Albertani, Paul Barnswell, Frank Boria, Dan Claxton, James

Clifton, Jos Cocquyt, Kyu Ho Lee, Shawn Mitryk, Dr. Peter Ifju, “Design of the University of Florida surveillance and endurance micro air vehicles”, Department of Mechanical and Aerospace Engineering, University of Florida

• Design of a Micro Air Vehicle (MAV), Project Report, Department of Mechanical Engineering, Institute of Technology, Linkoping University

• Gheorghe Bunget, “BATMAV: A Biologically-Inspired Micro-Air Vehicle for Flapping Flight – Kinematic Modeling”, Project Thesis, Mechanical Engineering, North Carolina State University, 2007

• T. Spoerry1, Dr K.C. Wong, “Design and development of a micro air vehicle (av) concept: project Bidule.” School of Aerospace, Mechanical and Mechatronic Engineering, University of Sydney, 2006

• Michael R. Reid, “Thin/Cambered/Reflexed airfoil development for micro-air vehicles at reynolds numbers of 60,000 to 150,000”, Master of Science Thesis, Rochester Institute of Technology, 2006.

• Raunaq Bhushan et.al, “Design and development of SDSMT aerial robotic reconnaissance system”, IARC, 2007.

Thank You