Professional Documents
Culture Documents
ODYSSEUS TEAM
CORNELL UNIVERSITY
ADVISOR
PROFESSOR MICHEL Y. LOUGE
TEAM LEADER
ALEXANDER CHEFF HALTERMAN
DATE
APRIL 1, 2004
THE TEAM:
Team Members:
Alicia Billington
Emmanuel Franjul
Jian Gong
Alexander Halterman
(MEng
2004)
Yen-Khai Lee
Jeremy Nersasian
2
2004)
Cem Ozkaynak
Jing Pei
Mikiko Ujihara
arb351
BEE
(2006)
ef35
MAE
(2005)
jg253
ECE
(2004)
ach22
MAE
yl245
jbn5
ECE
MAE
(2004)
(MEng
co37
jp292
mu23
ECE
MAE
MAE
(2005)
(2004)
(2004)
Advisor:
Professor Michel Louge
myl3
Abstract
As space exploration progresses, Mars gains more focus as the next
frontier in human exploration.
design an unmanned aerial vehicle (UAV) for flight in the lower regions of
the Martian atmosphere.
The data
propeller
motor
as
well
as
the
topographical
and
control
This design
provides a flight time of 2.3 hours at a cruising speed and altitude of 130
m/s and 500 meters respectively.
Introduction
Mars
is
indisputably
the
centerpiece of current space exploration
with both the scientific communitys
space exploration efforts and the general
publics interest focused on recent
investigative missions to the Red Planet.
In the spirit of human exploration the
Odysseus
Team
is
designing
an
Unmanned Aerial Vehicle to fly on Mars
as part of the Revolutionary Vehicles:
Concepts
and
Systems
University
Student Competition for 2004 sponsored
by NASA.
A UAV serves as a
reconnaissance platform for future
manned missions to Mars. The aircraft
will carry topographical and imaging
instrumentation to produce valuable data
regarding the Martian environment.
The design of a UAV must
optimize mass, volume, flight time,
power, and instrumentation in order to
create an aircraft that can be sent to
Mars with existing spacecraft while
satisfying its exploratory goals once it
reaches Mars. Such a design for Mars
must
incorporate
the
aerodynamic
properties for sustained flight in a low
density atmosphere, propulsion in an
atmosphere lacking sufficient oxygen for
combustion, structural integrity with
minimal mass and electrical controls for
unmanned flight.
Our UAV design
overcomes these daunting constraints
and provides a robust platform for
reconnaissance of Mars.
General Design Methodology:
The design process began with
the high-level abstract evaluation of the
various objectives and constraints.
Members of the team met twice a week
to develop the mission profile, such as
the scientific motivations behind a highresolution topographical map of the
Martian surface and atmospheric profile,
both of which are not currently possible
using existing satellites or landers.
Following the mission profile, we
consolidated the various engineering
aspects aerodynamics, structures,
propulsion, electrical systems into a
systems-level hierarchy of the conceptual
UAV design. Each level of the hierarchy
T T0 .000998 * h
(0)
P P0 e h
(0)
Aerodynamics Design
Introduction
As stated previously, the design of
an aerial vehicle for Mars is a tricky
process due to the planets harsh
environmental conditions. Normally one
begins an aircraft design process by
defining take-off and landing scenarios,
as well as approach to cruise altitude,
but the fact that this vehicle will be
launched
from
orbit
makes
this
unnecessary.
Our first step is to determine the
wing loading necessary for the most
efficient flight in cruise. Wing loading is
the force per unit area on the wing
during steady state flight conditions,
which is important to determine for two
reasons. First, it fixes the area of the
wing.
Knowing the wing loading
simplifies the minimum drag analysis by
tying
the
wingspan
and
mean
aerodynamic chord (M.A.C.) together.
Optimization then becomes a question of
choosing the correct aspect ratio and
taper ratio. The second reason involves
the fuel efficiency; aircraft designed with
combustion
powered
engines
are
sensitive
to
atmospheric
changes;
therefore flight at the correct altitude
becomes important. Thrust specific fuel
consumption (TSFC), a relationship
408.17
10
10
T
120
36.592T 1.5
a sonic
RT
(0)
(0)
(0)
C D C D0 kC L2 , where k is an
coefficient
with
a
corresponding
Reynolds number of 40,000. However,
this estimation does not take into
account base drag of different airfoils,
which play a small part in the overall
drag. Further work shows that this CL
value is optimal.
Computational analysis:
Computational analysis makes up
a large percentage of the work involved
in obtaining a sound model for the airfoil
characteristics.
Sorting through 650
airfoils is a manageable task with Matlab
analyzing each airfoil and linking it to an
Excel spreadsheet. The initial stages
involve writing code to take the data and
put it in a user friendly form. The design
of a graphical user interface (GUI),
shown in Error: Reference source not
found further eases the process of airfoil
selection. The user can browse various
airfoils based on target Reynolds number
and vary plots of data until desirable
curves are found.
Saving the layout
allows us to return to configurations at a
later point for further review.
This
allows for simultaneous generation of
several acceptable planforms for various
airfoils.
The Target Re field allows the
user to search for the airfoils closest to
the desired Reynolds number. The fields
that follow are outputted data relevant to
the current airfoil. This is useful for
visualizing the current wing design to
verify that the geometry is acceptable on
aesthetic and packaging standpoints.
Buttons allow the user to browse various
angles of attack and cycle through
different Reynolds number airfoils with
ease. The user is also able to select
between graphs of CD vs. CL, CL vs. , CD
vs. and CD/CL vs. depending on the
desired lift and drag characteristics of an
airfoil.
Excel parameterizes the planform
layouts and reduces the design problem
to four variables with given geometric
constraints: wing span, root chord, tip
chord and sweep angle. (See Error:
Reference source not found) Since the
initial optimization objective is to find
the lowest possible drag for reasonable
geometric constraints, overall wing
Airfoil Selection:
Using the Matlab GUI with the
Selig data we can narrow down the 650
airfoils to 9. This is done by selecting
airfoils that have high CL/CD values at the
design lift coefficient of 0.55 and a
Reynolds number between 40,000 and
65,000. As Reynolds number increases,
the CL/CD values required for a feasible
airfoil increase due to the need for a
lower aspect ratio and the resulting
increase in induced drag. This results in
fewer airfoils that meet our goal as the
Reynolds numbers increase.
With secondary optimization of
the nine airfoils selected, six have
favorable characteristics. Only one of
these surpasses the others in both low
drag and low weight (see Error:
Reference source not found).
Airfoil
gm15 makes possible a planform of low
weight, short wing span and low drag.
Note that sweep value refers to the
sweep angle added in addition to the
sweep induced from the taper ratio. The
actual leading edge sweep angle will be
higher than this value.
Based
on
the
geometric
properties for our selected airfoil, our
calculations yield an aspect ratio of 8.22
and a wing platform area of 0.525 m 2.
The aspect ratio is defined as b2/S; for a
given wing area, S, a large aspect ratio
means a large span.
From a drag
standpoint, a large AR, between 7 and
10, is a well designed wing. However, a
large span means larger bending
moments in the wing structure, due to
lift loads acting farther from the root of
the wing, resulting in additional weight
needed to withstand the increase in
bending moment; something discussed in
the Structures section.
Taper ratio is the ratio of tip
chord to root chord, in our case 0.2. A
wing with a low taper ratio, referred to
as a highly tapered wing, tends to have
M . A.C .
C R (1
) 0.307 ( 0 )
3
1
(0)
Wing
Weight
and
Structural
Considerations:
With any extraterrestrial mission
weight is a top priority. Our mission is no
different.
Generally, wing weight
selection is an iterative process between a
structures team and an aerodynamics
team.
Due to time constraints, we
approximate the wing weight with
equation ( 0 ), a formula based on
historical data used by many aircraft
manufacturers as an initial wing weight.
The formula is a relationship between,
dynamic pressure, q, aspect ratio, AR,
(a)
(b)
total aircraft weight, Wdg, thickness-tochord ratio, t/c, load factor, n, taper ratio,
, wing area, Sw, sweep angle, , and a
multitude of constants, C1 through C14,
that have been obtained using years of
data for three classes of aircraft: fighter,
transport and general aviation. Using the
general aviation constants and the
planned weight of the craft, 10 Kg, a
circular reference of wing area, lift force,
total craft weight and wing weight is
created in Excel. Turning on the iteration
command in Excel causes the values to
converge to a steady state solution for
weight analysis, solving with ease a
process otherwise overly complicated by
hand.
C10
cos
C11
C12
f
C13
q W
C8
(0)
C14
fw
CM
M cg
1
2
V 2 Sc
(0)
L 0
Vh
lt St
cw S w
(0)
dCm
d
h hacwb Vh t / 1
d
d
(0)
To
determine
the
moment
coefficient from the payload, we establish
a series of point loads to approximate the
0m
0.25
0.65
0.75
0.85
1.60
cg
1.17kg Lidar
Controls
4.2kg
Battery
0.61kg
Camera
1.8kg
Motor
5 Vehicle
Figure 5: Payload Point Mass Layout for Aerial
1.75
2.1
m
0.6kg
0.43kg
drive shaft Propeller
2W
SCl MAX
(0)
2W
S C DP AR e
(0)
Vstall
Control
The primary aerodynamic controls
available are ailerons, elevators, and
rudders. Because we are incorporating a
V-tail design, the functions of elevators
and rudders will be combined into one.
Ailerons are the primary roll-control
device, which operate by increasing lift on
one wing and reducing it on another.
They range from 50 to 90 percent of the
wingspan and 20 percent of the wing
chord length.
Since the aircraft is
unmanned,
a
suitable,
redundant
controller must be designed to stabilize
and maneuver the aircraft. Furthermore,
being a 6 degree of freedom system, a
soundly
designed
multi-input/multioutput, or MIMO controller to be used is
required for an aircraft. The designing of
such controllers are currently beyond our
expertise.
V L / Dmax
Cruise Performance
The stall speed is determined
directly by wing loading and the
maximum lift coefficient. Stall speed is a
V2
g n2 1
(0)
d g n ^ 2 1
dt
V
(0)
Figure 7:
CL vs. for CFD (Green) and
Selig (Red)data
Figure 7:
FLUENT Pressure Gradient
Around Airfoil
(Red =
High Pressure
Blue = Low
Pressure)
Figure 6
Propulsion Design
Introduction
Low atmospheric density and the
lack
of
appreciable
amounts
of
atmospheric
oxygen
complicate
the
propulsion for a Mars airplane. These
constraints lead to the consideration of
propulsion
options
that
are
more
restrictive than those of Earth.
The analysis carried out in the
propulsion section of this report is based
on an airplane that is not landing intact
on the surface of Mars once flight is
completed; if an airplane is intended to
land or take-off from Martian soil, a new
set of design specifications need to be
considered.
Propulsion Selection
Since the use of a combustion
engine is not feasible due to the lack of
oxygen, our choices for the propulsion
subsystem are limited. There are two
methods to propulsion we consider for
Martian aerial flight: chemical propulsion
and propeller driven propulsion by an
energy source.
The use of monopropellant rocket
thrusters enables combustion without the
need for atmospheric oxygen, by carrying
chemical
compounds
that
burn
spontaneously when ignited. It provides
the UAV with uniform thrust; however,
once ignited, the process cannot be
stopped until the fuel runs out.
Bipropellant thrusters, on the
other hand, carry fuel and oxidizer
separately. They are more practical in
this case since the thruster can be turned
on or off in order to maintain cruise speed
at V(L/dmax).
Bipropellant thrusters,
however, tend to be more complicated to
design.
The thrusters found for our
design
constrains
are
capable
of
generating anywhere from 5 to 20 N of
thrust and have a specific impulse, Isp, in
the range of 300 to 350 seconds. Isp, a
key performance parameter for rockets, is
defined as the thrust that can be obtained
with a propellant weight flow of 1 unit per
second. Modern large scale rockets, like
the one found on the Shuttle, can achieve
a maximum Isp of around 450 s.
The second approach to propulsion
C D C DP C DI C DC
0)
C DP ,wing
C f k swet
4
(0)
C DI
CL
0.016
Ae
(0)
Propeller Placement
Examining the advantages and
disadvantages of propeller placement
along the fuselage places the propeller at
the rear of the fuselage.
The main
advantage in using a pusher is in the
aircrafts capability to fly in undisturbed
air. With a tractor propeller, the aircraft
flies in the turbulence from the propeller
wake, which could lead to additional drag.
V 2 S 3.14 N
2
D CD
(0)
Drag Calculations
The UAV will be operating at
steady, level flight, where all the forces
will be in equilibrium, meaning that
much thrust.
investigated
as
ways
to
improve
propulsion,
the
aforementioned
roll
moment is beyond our current level of
expertise.
(
0)
We
determine
the
engine
brake
horsepower, Pengine, where T is the thrust
required to maintain level flight, V is the
flight velocity and is the efficiency of the
propeller. Since the UAV will be cruising
at V(L/Dmax) the flight velocity is 130 m/s
(see aerodynamic section for more
details.) For a propeller efficiency of 95%,
The engine will produce a power of 430 W
or 0.58 HP.
Although calm flight conditions are
assumed, it is highly likely that there will
be significant wind gust that will increase
the drag value. Taking this factor into
account, we impose a safety factor of 1.2.
The propeller must therefore be capable
of generating 3.77 N of thrust if
necessary to maintain leveled flight; this
corresponds to a maximum engine power
of 490 W or 0.675 HP.
(0)
Propeller Efficiency
As noted earlier, in the section it is
essential that we keep the tip speed of the
propeller under M = 0.85 or 195 m/s.
The helical speed, the tip velocity on a
moving aircraft, is the sum of the rotating
speed at the tip of the propeller and the
freestream
velocity,
calculated
in
Equation ( 0 )
Vtip V freestream
tip helical
Vtip nD
(0)
(0)
Propeller Diameter
Using Equation ( 0 ), we determine
the diameter of the propeller from the
brake horsepower of the engine. Note,
this diameter is equivalent to the length
of our wing span; as the propeller rotates
an induced roll moment is generated. We
further explore the possibility of using
counter-rotating blades. Counter-rotating
blades have mainly two advantages: they
are more efficient at high Mach numbers
than a single propeller configuration and
they allow a smaller diameter blade,
allowing them to spin at higher RPM
without a loss in aerodynamic efficiency.
By having counter-rotating blades, our
propeller diameter will be decreased
considerably while maintaining the same
efficiency. However, the extra blades will
increase the weight compared to the use
of a single propeller. In addition, the use
of propfans, which feature 8 to 10 wide,
short blades of sweptback planform are
considered for blade configurations. If a
propfan blade configuration can be
utilized, being powered by an electric
engine,
opposed
to
the
standard
turboprop engine, it would be an option
worth considering.
Although counterrotating blades and propfans were
CT
CP
10
v CT
n * D CP
T
0.0188
n 2 D 4
P
0.056
n 3 D 5
(0)
(0)
(0)
Propeller Pitch
The pitch is the theoretical
distance the propeller will advance along
the axis of rotation in one complete
revolution.
There are two types of
propellers: fixed pitch and variable
(controllable) pitch.
In a fixed-pitch propeller, the pitch
is set by the manufacturer and cannot be
changed by the pilot. There are two types
of fixed pitch propellers: the climb
propeller and the cruise propeller. The
climb propeller has a lower pitch, which
therefore leads to less drag. This results
in the capability of higher RPM and more
horsepower being developed by the
engine; such will increase performance
during takeoffs and climbs but decrease
performance during cruising flight. On
the other hand, the cruise propeller has a
higher pitch and therefore more drag
which results in lower RPM and less
horsepower capability.
Performance
during takeoff and climb is therefore
decreased; yet, efficiency during cruising
flight is increased.
Contrary to the fixed pitch, a
variable pitch propeller permits the pilot
to select a pitch that will result in the
most
efficient
performance
for
a
particular flight condition. Since we are
solely
dealing
with
cruise
flight
conditions, we select the fixed pitch
cruise propeller for its simplicity and
performance.
Structural Design
Introduction
In structural aspects, the objective
is to design and verify the safety, stability,
and reliability of the unmanned aerial
vehicle. Both the wing and fuselage will
be hollow in order to minimize weight and
11
Low
density,
ranging
from
approximately 1300 kg/m3 to 1700
kg/m3
Structural Design/Fabrication
Two procedures are considered in
designing the structural body of the
unmanned aerial vehicle.
The first
process consists of making a skeleton
with trusses and placing coatings of outer
layers on top of this system to form the
external shell. The second option is to
make a mold out of Styrofoam or a similar
solid foam material in the exact shape of
the aircraft and then coating the outer
layers of skin on top of the mold. After
the layers are set, the inner mold is
removed and only the thin shell remains,
but shaped in the form of the aircraft.
The option implemented in this
project is the latter process of coating a
mold. This is primarily due to weight
considerations. Although trusses increase
the weight of the aircraft, a few trusses
will be used for support. The trusses will
serve solely for structural purposes, and
not to form the shape as do the trusses in
the first process.
The coating of the aircraft will
consist of three layers: a base layer, a
middle body layer, and a surface finish.
The materials chosen for the first two
layers must have a low density to optimize
weight, but must also be structurally
sound. In addition, the materials must be
capable of withstanding the extreme
temperatures in the Martian environment,
which reach on average -63C on the
surface.
The material picked for the
bottom layer is 0.1mm aluminum. The
body layer will be 0.5mm carbon fiber,
and the outer layer will be polished
aluminum.
-273
2002
Wing
12
Pcr
2 EI
1.613e6 N
L2
(0)
y@root y@tip
l total wing
Fuselage
Once we have established the dimensions
of the wing, we must now consider the
design of the fuselage. The shape of the
fuselage will be one similar to sailplane
design, for weight minimization and
aerodynamic purposes.
Carbon
Fiber
Aluminum
Density(kg/m )
Center of Gravity
(m)
Thickness (m)
Base
(root/tip)
(m)
Height (root/tip)
(m)
Length (m)
Y (m)
1500
2700
0.4342
0.4342
I (m4)
Total
(m3)
1.781e -6
1.781e-6
2.469e-4
2.469e-4
( 03 )
1
Force, weight (N)
I I outer I inner
bh 3 b 2t h 2t
Force, lift
12
Table 2: COG thickness and Aluminum Stress Analysis
Mass (kg)
0.3704
1.370
22.0
0.6667
2.467
22.0
Moment (Nm)
Stress (Pa)
8.957
8.347e5
8.481
7.903e5
My
0.8347 MPa
I
Material
3
Volume
0.0005
0.42
2
0.03
7
1.039
0.0135
0.15
2
0.01
29
0.0001
0.42
0.152
2
0.03
0.0129
7
1.039
0.0135
Fuselage Interior
In order to accommodate the
various instruments required in this
mission, the interior of the fuselage will
consist of three floors. These floors will
be
made
of
honeycomb
sandwich
structure (Figure 3).
Among the
advantages of using honeycomb are
lightweight, high crush strength and
stiffness, structural integrity and high
fatigue resistance.
(0)
13
( 0)
14
Tatm Teq
1
L1
L2
[( ) (
)(
)]
hA
KalA
KcfA
(0)
Q hATatm Teq
MATERIAL
Polished Aluminum
Surface
Polished Stainless
Steel
Polished Copper
Grafoil
Vapor-blasted
Stainless Steel
Gold/Kapton/Aluminu
m
Gold-plate on
Aluminum
Nu L 0.664 Re
Pr
1/ 3
Nu L K
L
Equilibrium
a/e Temperatur
e (K)
265
n/a
n/a
n/a
n/a
n/a
261
(0)
The
Reynolds
number
is
approximated to be 280,000. The Prandtl
number is somewhere around 0.76. As
expressed in equation ( 0), h is simply a
function
of
the
Nusselt
number,
conduction coefficient k of the ambient,
and L the length of the flat plate.
h
(0)
(0)
15
K
ac C 1C
y
M1
K1C
y
(0)
(0)
M1
K1C
y
(0)
M4
M4 is expressed in Figure 6
strong, light materials lie near the top of
the figure.
(0)
(0)
16
Propeller Shaft
A cylindrical shaft in the tail end of
the fuselage interior will connect the
propeller and the motor. Conventionally,
the shaft is 1/20 of the fuselage diameter.
We will perform calculations of torsion to
determine the minimum size that is
required of a shaft of carbon fiber.
The total torque created by the
propeller is approximately 5330 Nm; this
is calculated by the force generated by
the propeller, taking all three blades into
account. Using the Tresca yield criterion,
where max=y/2, we use equation ( 0) for
maximum shear stress to find an optimum
shaft radius.
max
Material/
Section
Surfac
e Area
(m2)
Thickne
ss (m)
Densi
ty
(kg/m
3
)
Total
Mass
(kg)
Carbon Fiber
Fuselage
0.827
0.0005
1500
0.6203
Wing
1.200
variable
1500
0.6000
Tail
0.125
0.0005
1500
0.0938
Shaft
n/a
n/a
1500
0.4300
Propeller
n/a
n/a
1500
0.6000
Aluminum
c3
2
(0)
Fuselage
0.827
0.0001
2700
0.2233
Wing
1.200
variable
2700
0.3600
Tail
0.125
0.0001
2700
0.0338
Polished Aluminum
Fuselage
0.827
0.0001
n/a
Wing
1.200
0.0001
n/a
Tail
0.125
0.0001
n/a
Negligi
ble
Negligi
ble
Negligi
ble
0.0007
2500
0.0151
0.009
Honeycomb floor
0.1000
TOTA
L
2.9761
C2
C1
max
J
Tc 2
J
4
4
c2 c1
2
(0)
(0)
Performing
calculations,
we
achieve a shaft radius of approximately
0.03m. For a safety factor of 2, this will
increase to approximately 0.0815m. The
mass is still too large, at around 1.73 kg.
It is therefore necessary to decrease the
length of the shaft to around 0.25m, in
17
3.
4.
Manufacturer &
Functio Power
Product Name
n
Aeroflex RadHard
MCU
0.48 W
UT80CRH196KDS
Aeroflex ACT5108
Motor
0.2 W
RadHard Motor Driver
Cognex MVS-8100D
Video
3W
Digital Frame Grabber
DSP Arch. DSP24 24-bit
Comm
2.48 W
HP Digital Signal
Processor
Aeroflex UT28F256 LV
Memory
1.5 W
PROM
SEAKR NV-CPCI NonMemory
3W
Volatile, Solid-State
FLASH
transit and on Mars.
5. All wiring will be shielded to
prevent
electromagnetic
interference
and
to
reduce
transmission losses.
6. The mean-time-to-failure (MTF) of
all instruments is much greater
than the expected duration of the
mission, which includes transit
time and time spent on Mars.
Constraints:
The following constraints are
imposed on the design of the UAV based
on current technologies and design
methodologies:
Assumptions:
The following assumptions are
made in the design of the UAV electrical
systems:
1.
2.
18
1.
2.
3.
Instrument Selection:
Error: Reference source not found
lists the UAV instruments and their
respective mass, power consumption,
operating temperatures, and physical
dimensions.
The following sections discuss the
trade-offs and specifications for each
instrument. Important sections such as
power management, communication, and
navigation are considered in more detail
followed by a high-level block diagram of
the system.
Table 5: Micro-controller
Instrumentation
Microcontroller Unit and Memory:
19
Quantit
y
3/3
Total Bits
60 bits @ 10-bits
each
ADXRS150/300
3/3
60 bits @ 10-bits
each
Endevo 32394
2
24-bits @ 12-bits
each
Motorola
1
8-bits @ 8-bits
MPXV5004G6U
each
ADT7317
2
20 bits @ 10-bits
each
20
ThermalTab RTD
1
10-bits @ 10-bits
each
Total
18
182 bits (22
Table 6: Memory allocation bytes)
and data storage for distributed sensor package
Power Management:
Initial energy source selections for
the UAV consist of (1) solar cells, (2)
alternative electromagnetic sources, (3)
fuel cells, and/or (4) batteries. The
primary requirement for these energy
sources is to provide adequate energy to
on-board instruments and motor, specified
by a minimum of 460 W for one hour.
Moreover, they must function within
Martian atmosphere; that is, they must
function
despite
various
gas
compositions, temperatures, distances
from the sun, and other factors. They
must also be optimized in light of the ratio
kilowatt-hour (energy) per kilogram.
Trade-off analysis for the various
selections shows that, first, solar cells do
not provide enough required energy for
flight alone or regeneration. This fact is
expressed by a specific area of 263 W for
1 m2 of a solar panel with a Martian
efficiency of 28%, yielding only 73 W/m2.
Note that given a wingspan of around 2 m
x 0.5 m, only 73 W can be achieved from a
full solar cell array. Additionally, since
the energy per mass value is only 32.2
W/kg after Martian considerations, the
extra mass might as well be spent on
batteries
or
fuel
cells
without
regeneration.
The second alternative suggests
implementing a land microwave or laser
electromagnetic targeting source to beam
energy towards the UAV while it is in
flight. The reason for the rejection of this
alternative is simple there is no
guarantee that any form of a land station
will be available for this purpose, while
satellites are too far away to be able to
transmit
and
pinpoint
at
these
wavelengths accurately. The 0.3 cm-30
21
Lithium
ion
Solid
Polymer
Electrolyte (SPE) is the best contender
among these existing technologies.
It
provides the highest energy density,
around 1.5 to 2 times more than the
currently existing Lithium-ion battery
technology. The sample that we have
chosen is under development by Ultralife
since 2001, and is a feasible power source
due to its non-atmospheric requirements.
A
simple
calculation
at
an
allowance of 4.2 kg gives 1050 Whr, while
the volume of the battery is around 400
Wh/liter or 400 kWh/m3; 1050 Whr yields
0.0026 m3 of theoretical battery space, or
around 14cm x 14cm x 14cm of volume.
Compared to fuel cells, the given massvolume tradeoff is extremely reasonable
for our considerations.
Navigation:
The absence of magnetic poles
makes navigation on Mars particularly
difficult without a GPS-like system. Since
the flight of the UAV will be decided upon
in advance and, in general, will be
relatively direct across the surface of
Mars, the UAV can take advantage of its
on-board sensors such as accelerometers
and gyroscopes to detect any deviations
from its path. Such sensors should be
sufficient to ensure that the UAV stays on
course once it has begun its flight path.
However, for the UAV to begin on the
correct flight path our design requires
additional sensors.
The photovoltaic compass (PV or
sun compass), based on InGaP/GaAs/Ge
technologies, can be used in the initial
state of the planes launch to detect the
proper orientation of the plane relative to
the sun. Precise knowledge of the launch
area on Mars will make it possible to
know what the proper angle to the sun
should be and this can be checked by the
PV compass throughout the flight. The
design of the PV compass is based on 26
small rectangular Triple-Junction solar
cells that are arranged in an octagonalcylinder fashion where the inward facing
cells form the walls and bottom of the
cylinder. The top surface is covered by
anti-reflective fused Silica industrialgrade glass that has a low refraction
coefficient relative to the Martian
Batteries:
Batteries are by far the more
convenient
and
readily
available
technology compared to fuel cells, and
require no peripheral equipment at a
much more compact volume. A variety of
battery types are commercially available
and under development, as listed in Table
7 below:
Name
Lead
Acid
NiMH
Li+
NaS
Li+ SPE
kWh/k
g
0.035
0.07
0.15
0.11
0.25
Containment
22
checking
the
gyroscopes.
and
Communication:
In
order
to
transmit
the
information gathered by the array of
sensors aboard the UAV, we have included
three UHF patch transceiver antennas in
our design. Only two of these antennas
will be operating at any one time, with the
third antenna serving as a back-up. We
estimate the power requirement of two
antennas to be 15 W with a total mass of
0.75 kg for the three antennas.
One
antenna will be one on each wing with the
third on top of the fuselage. The patch
antennas have a flat profile which can
further be reduced by placing them into
indentations in the surface structure.
These particular antennas are
compatible with existing satellite/rover
communications equipment. Rather than
attempt to transmit directly to Earth, we
assumed that the UAV would be operating
in an environment where there would be
multiple opportunities to transmit data to
Mars-orbit satellites. By avoiding direct
transmission to Earth, we save power and
thus weight aboard the UAV. Also, we
reduce the probability of corrupting the
transmitted signal.
If the UAV could
continuously transmit to a satellite, our
communications uplink capability would
be 8 MB/min per antenna. Implementing
this design with only the current satellites
orbiting Mars, the Odyssey and the Global
Surveyor, would permit one 8 minute
window during the flight to transmit all of
our data, which would have to be limited
to 64 MB.
A future satellite communications
infrastructure
around
Mars
would
increase the value of the UAVs mission
by allowing for the transmission of higher
resolution images.
Furthermore, this
network of communications satellites
could serve as the backbone of a
navigational system for this and other
missions to Mars.
215mm
37 mm
accelerometers
37 mm
37 mm
Software:
Software will be written in a
combination of C and Assembly based on
industry-standard
MCS-96
RTR
instruction set architecture.
External
23
LIDAR
Software
Antenna
Txmitter
DAC
Rxver
ADC
Mechanical
Transducers
Hi-Res
Camera
ADC
Video
MEM
Card
MCU
DSP
DAC
DSP
DAC
Left Wing
DAC
Txmitter
ADC
Rxver
Mechanical
Transducers
Right Wing
ADC
Sensor
Package
Antenna
Solar
Compass
ADC
DAC
DC Motor
Controller
Tail
Controller
Batteries
DC Electric Engine
Propeller
Mechanical
Transducers
Block Diagram:
Figure 9 shows the high-level
block diagram of the electrical systems.
The central microcontroller unit contains
all the components listed in Table 5
24
Conclusion
Throughout the design process,
the Odysseus Team has striven to
maximize the versatility of its UAV
proposal. The team optimizes factors
such as mass, power, speed, and flight
duration to devise an aircraft that will
meet the demands of a Martian
scouting mission. The product of such
systematic and collaborative design
process is a 10.8 kg aircraft that can
fly unaided by a human controller for
2.3 hours at 130 m/s and a cruising
altitude of 500 meters with a
maximum flight range exceeding 1000
km. Equipped with topographical and
imaging instrumentation, such a UAV
will be able to produce the detailed
information necessary for future
manned missions to Mars.
The UAV blueprint outlined in
this paper includes a 2.1-meter long
fuselage, a 0.25-meter maximum
diameter for the fuselage, and a
2.078-meter wingspan. The design of
such
components
takes
into
consideration low atmospheric density
which causes reduced lift and drag.
The dimension of wingspan is the
result of detailed lift and airfoil
analysis. To propel the UAV in an
atmosphere that lacks the necessary
amount of oxygen for combustion we
have chosen a single 2.27-meter
diameter propeller mounted aft of an
inverted V-tail. The decision to use an
inverted V-tail is the result of a
compromise between the higher
control stability but higher drag of a
conventional tail and the lower drag
but lower control stability of a V-tail.
To control the UAV flight path we have
designed a feedback system
25
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