Micro Air Vehicle (MAV) Propulsion Project P6002 Project P6002 Preliminary Design Presentation November 2005 November 2005 Zach Kilcer, Bill Strong, Joe Olles, Sean Dittrich, Brian Zach Kilcer, Bill Strong, Joe Olles, Sean Dittrich, Brian Stumper, Doug Brown Stumper, Doug Brown
Micro Air Vehicle (MAV) Propulsion. Project P6002 Preliminary Design Presentation November 2005 Zach Kilcer, Bill Strong, Joe Olles, Sean Dittrich, Brian Stumper, Doug Brown. Team Members. - PowerPoint PPT Presentation
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Zach Kilcer, Bill Strong, Joe Olles, Sean Dittrich, Brian Stumper, Doug BrownZach Kilcer, Bill Strong, Joe Olles, Sean Dittrich, Brian Stumper, Doug Brown
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Team Members
Names from left to right: Bill Strong, Douglas Brown, Brian Stumper, Zach Kilcer, Sean Dittrich, Joe Olles, and Dr. Kozak
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MAV Motivation
• Effectively retrieve GPS data video feed.
• DARPA funded effort for use by American Soldiers and Intelligence Agents by 2010.
• Wide range private sector applications
• Annual international design competition
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Introduction: MAV at RIT• Offshoot of the RIT Aero Design Team• Fourth year MAV Team at RIT• RIT annually attends International Competitions• Current MAV Senior Design effort in support of MAV
Team • Unique design project due to limited information and
research on small scale vehicles
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Mission Statement
Develop an efficient, light weight and cost effective propulsion system for the RIT
MAV club.
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Overview
• Needs Assessment• Requirements• Concept Generation• Feasibility Testing• Analytical Analysis• Electronic System Optimization• Design of Baseline System• Electronic System• Senior Design II Specifications• Future Plans
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Needs Assessment
• Performance Goals– The thrust-to-weight ratio of the propulsion system shall exceed
the thrust-to-weight ratio of the MAV 05’ design.– The power system shall be designed to optimize efficiency and
weight requirements for the propulsion system.
• Design Goals– The deliverable shall consist of more than one design.– The propulsion system shall be durable enough to withstand a
crash landing.– The propulsion system shall be easily integrated into future
airframes and anticipated electronic components.
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Brainstorming
Jet Turbine EngineDucted Propeller
Variable Pitch PropellerInternal Combustion
Engine with a Propeller Shrouded Propeller
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Concept Evaluation: Pugh Chart
Evaluation Chart
Motor / Prop Jet turbineInternal
combustion engine
Ducted PropShrouded
propVariable
Pitch Prop
Cost 0 - 0 - 0 -
weight 0 - - - - -
thrust 0 + + + + +
size 0 - - 0 0 0
durability 0 0 0 + + 0
drag 0 - - - 0 +
number of parts
0 - 0 - - -
ease of integration
0 - - + 0 -
Complexity of Design
0 - - 0 0 -
Total + 0 1 1 3 2 2
Total - 0 7 5 4 2 5
Sum 0 -6 -4 -1 0 -3
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Propeller and Motor• Easy design to produce with the teams limited resources• Careful selection of a motor and propeller combination
will increase performance
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Shrouded Propeller
• Increase thrust and efficiency
• Reduce propeller tip vortices
• Increase durability of propulsion system
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Ducted Propeller• Reduce propeller tip vortices • Significantly increase thrust
– acts as a nozzle, raising the exit velocity
• Increase durability of propulsion system
• Equation for Open and Ducted Props• Significantly increase thrust
• Reduce propeller tip vortices
• Increase durability of propulsion system
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Propeller and MotorAnalytic Proof of Concept
• Blade Element theory:– The airflow is treated as a
2D flow with no mutual interaction between blade sections.
– The blade is composed of independent elements
– The differential element of fixed chord, is located at a specific radius-chord changes with respect to radius
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Velocity ConsiderationsVelocity Analysis
0.0000
20.0000
40.0000
60.0000
80.0000
100.0000
120.0000
0.000 0.500 1.000 1.500 2.000 2.500
Radius (in)
Ex
pe
rie
nc
ed
Ve
loc
ity
(ft
/s)
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Reynolds Number Considerations
Reynolds Number Analysis
0
20000
40000
60000
80000
100000
120000
140000
160000
180000
0 0.5 1 1.5 2 2.5
Radius (in)
Re
yn
old
s N
um
be
r
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Mach Number ConsiderationsMach Number Analysis
0
0.002
0.004
0.006
0.008
0.01
0.012
0.014
0.016
0.018
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Radius (in)
Ma
ch
Nu
mb
er
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Propeller and Motor Analytic Proof of Concept
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
r/R [Normalized Radius]
Tip
-Lo
ss
Fa
cto
r
)(11 UVAVTh exit • Thrust analysis based on Momentum theory
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Shrouded PropellerAnalytic Proof of Concept
• Thrust analysis based on Momentum theory
• Reynolds number calculation
• Coefficient of Drag for laminar flow over a flat plate
• Drag Force
)(11 UVAVTh exit
LU
LRe
eLRDC 33.1
plateDD AUCF 221
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Ducted PropellerAnalytic Proof of Concept
])(43[1
241
ATh
ThPw UU
• Power to Thrust ratio analysis based on Momentum theory
• Duct Drag Equation
31
12
)( 4
APwhT
)(22
21 LRV
FDD
ioC
2222 LD
LLb
SD CkCkC
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Fabricated Components
There are unique performance requirements for each component to be fabricated.
• Shrouds
• Ducts
• Motor Mounts
• Propellers
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Materials
Multiple materials available for component fabrication. Each has unique characteristics.
• Composites
• Polymers
• Polymer Foam
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Materials Processing
• Unique processing methods for each material
• Each method has characteristic advantages and disadvantages
Senior II Design Specifications• Performance Specifications
– The thrust-to-weight ratio of the propulsion system shall meet or exceed a value of 1.00
– The weight of the motor mount (or shroud) shall not exceed 30.0 grams. – The propulsion system shall be designed to endure a 15 minute flight.– The propulsion system shall have a minimum flight range of 600 meters.
• Design Objectives– The propulsion system shall be durable enough to withstand a crash
landing.– The propulsion system shall be easily integrated into future airframes
and anticipated electronic components.– The propulsion system shall be designed using light weight composites
and polymer materials.– The propulsion system shall be compatible with the airframe designed
by the MAV 05’ winter/spring senior design I team.– The final products delivered to the MAV club shall consist of multiple
(more than one) design.
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Senior II Design Specifications (cont)• Power source
– The MAV shall be powered using lithium polymer batteries.– The battery weight shall not exceed 20 grams.– The batteries shall supply 1.50 amps of current at 11.1 volts– The battery lifetime shall meet or exceed 15 minutes.
• Control System– The range of the RF receiver shall meet or exceed 600 meters.– The RF receiver shall contain a minimum of 4 channels.
• Electronic Motor– The electric motor shall consist of a firefly coreless (or equivalent)
motor.– The electric motor shall maintain thermal stability during flight.
• Future Electronics– The electronic system shall provide an additional 400mA of auxiliary
power for two (2) servo motors, a video camera, and a video transmitter.
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Summary
• Five (5) different propeller designs were investigated.• Feasibility analysis eliminated two (2) designs.• Analytical analysis was performed• Static testing validated the analytical results.• Specifications were developed for the propulsion system.• A baseline system was designed with an optimal
electronic system.• A plan was generated to optimize the propulsion system
for future MAV needs.• Composites and propeller design will be investigated for
future use.
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Phase II Work Plan1. Implement baseline motor/prop design2. Baseline motor/prop static testing
a. Run static testb. Organize/interpret resultsc. Evaluate motor / prop combinations
3. SDII test fabricationa. Develop new ducts/shrouds/propellers
i. Molds (machined/rapid prototyped)ii. Components (injection molded/rapid prototyped/composite lay-up)
b. Develop dynamic test fixture c. Dynamic Test Setup
i. Setup the necessary equipmentii. Organize collected dataiii. Calibrate the test equipment
d. Develop dynamic test procedurei. Document the testing processii. Identify control variablesiii. Develop a test matrix
4. Static / dynamic testinga. Run static and dynamic testsb. Record / organize resultsc. Interpret resultsd. Evaluate designe. Propose new designs to fabricate
5. Implement into airframea. Present findings to winter/spring teamb. Work to implement design
i. Mechanical considerationsii. Electrical considerations
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Future Work• Obtain additional design constraints from the airframe
senior design team (Winter/Spring)• Implement the baseline motor / prop system• Optimize efficiency by investigating different
• Two Inverse methods to chose from:– First, based on the Prandtl-Betz Theory
• Starts with an optimal circulation distribution and relates chord and angle of attack for the best design case.
– Second, computes profiles from velocity distributions
• Based on propeller airfoil requirements• Tip requirements determined by compressible flow,
hub determined by viscous effects.
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The Velocity Triangle
• The propeller blade does not only feel the effects of the upstream velocity, but also the velocity of rotation.
• This is accounted for in the velocity triangle where actual velocity seen is the square root of upstream velocity squared plus tangential velocity squared.
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Reynolds Number Considerations
• As the radius is increased, the Reynolds Number curve grows steeper
• Moving outward from the hub, Reynolds Number increases linearly
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Other Possible Features
• Custom Propeller Blades– Would provide superior efficiency, weight, and
durability– Requires custom built molds
Electronic Subsystem
Primary Electronics
• RF Transmitter• RF Receiver• Battery• Electric Motor• Speed Controller
Future Electronics
• Servo Motors• Video Camera• Video Transmitter• Video Receiver
RF ReceiverSpeed
Controller
VideoTransmitter
Servo Motors
ElectronicMotor
RF Transmitter
Control System
BatteryVideo
Receiver
VideoCamera
RF ReceiverSpeed
Controller
VideoTransmitter
Servo Motors
ElectronicMotor
RF Transmitter
Control System
BatteryVideo
Receiver
VideoCamera
Block Diagram of MAV Electronic System
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Electronic Considerations – Electric Motor
• Electronic Motor includes three (3) types:– Brushed– Brushless– Coreless