• Rural Digital Europe

Multicopters are lightweight and maneuverable aerial vehicles yet unable to carry heavy payloads, such as large sensors or computers required for indoor autonomous navigation. Therefore, localization is usually performed by using vision-based solutions employing of either lightweight on-board cameras or external fixed cameras and a ground station for data-processing. Nevertheless, the current tendency is to use a low-power on-board computers to perform all computation on the multicopter itself. This paper covers the enhancement of a commercial multicopter, also called drone, with computation ability and sensorial devices for autonomous flight without the need of a ground-station. We describe the hardware and software integrated into the drone, which will be used for the future development of 6DoF navigation algorithms. The resulting system is able to work with most standard sensors and has the possibility to change them as needed. Also, we demonstrate the correct behavior of the drone by using a test navigation program that autonomously follows a moving beacon at constant distance and controlled altitude using an RGB-D camera and a sonar. Universidad de Málaga. Campus de Excelencia Internacional Andalucía Tech.

This release corresponds to the final version of the Mission Manager middleware component that has been developed for the AFarCloud European Research Project. It was tested and validated during the final demonstration in San Rossore in Pisa (Italy) held on the third week of November in 2021.

Study of flight dynamics and control of unmanned space vehicles, with special emphasis on reentry.

Physical characteristics: Original contains illustrations 資料番号: DS1540469001 形態: 図版あり

Biological aerosols (bioaerosols) are ubiquitous in terrestrial and aquatic environments and may influence cloud formation and precipitation processes. Little is known about the aerosolization and transport of bioaerosols from aquatic environments. We designed and deployed a bioaerosol-sampling system onboard an unmanned surface vehicle (USV; a remotely operated boat) to collect microbes and monitor particle sizes in the atmosphere above a salt pond in Falmouth, MA, United States and a freshwater lake in Dublin, VA, United States. The bioaerosol-sampling system included a series of 3D-printed impingers, two different optical particle counters, and a weather station. A small unmanned aircraft system (sUAS; a remotely operated airplane) was used in a coordinated effort with the USV to collect microorganisms on agar media 50 m above the surface of the water. Samples from the USV and sUAS were cultured on selective media to estimate concentrations of culturable microorganisms (bacteria and fungi). Concentrations of microbes from the sUAS ranged from 6 to 9 CFU/m3 over saltwater, and 12 to 16 CFU/m3 over freshwater (over 10-min sampling intervals) at 50 m above ground level (AGL). Concentrations from the USV ranged from 0 (LOD) to 42,411 CFU/m3 over saltwater, and 0 (LOD) to 56,809 CFU/m3 over freshwater (over 30-min sampling intervals) in air near the water surface. Particle concentrations recorded onboard the USV ranged from 0 (LOD) to 288 μg/m3 for PM1, 1 to 290 μg/m3 for PM2.5, and 1 to 290 μg/m3 for PM10. A general trend of increasing concentration with an increase in particle size was recorded by each sensor. Through laboratory testing, the collection efficiency of the 3D-printed impingers was determined to be 75% for 1 μm beads and 99% for 3 μm beads. Additional laboratory tests were conducted to determine the accuracy of the miniaturized optical particle counters used onboard the USV. Future work aims to understand the distribution of bioaerosols above aquatic environments and their potential association with cloud formation and precipitation processes.

This dataset shares experimental tests used to develop the AERO4River mathematical model. The AERO4River is an autonomous surface vehicle based on a catamaran-type vessel with 3 Degree of Freedom (DoF) and an innovative air propulsion system with azimuth control. Shared data includes 3 identification experiments designed using SOESGOPE (Sub-Optimal Excitation Signal Generation and Optimal) methodology. In addition, the dataset also contains 3 experiments used to validate the estimated model. More information about the AERO4River's identification study can be found in the original article: "Development of Optimal Parameter Estimation Methodologies Applied to a 3DOF Autonomous Surface Vessel" (IEEE Acess).

This paper investigates the first design and testing for an unmanned three-mode vehicle. The vehicle feature's built in four main components, whereby a coaxial rotor set, propeller, wheels, and pontoon mechanism allow work independently of one another when fly on the air, move on the land and capable of traversing across the water surface. Moreover, that the vehicle performed vertical take-off and landing (VTOL) on the ground and from the surface of water. The design procedure includes vehicle structural design by three-dimensional solid modelling using SolidWorks TM and CosmosWorks TM, proposed design considerations and performance calculation. In testing, vehicle had considered by demonstration on the air, land and water. The variety of mechanism's transformation set to support manoeuvre on three-mode operation has been constructed to verify the feasibility and reliability of this vehicle. The gross weight of the vehicle is 557 grams and the (desired) endurance is about 10 minutes. A control algorithm has also been proposed to allow the unmanned vehicle to travel from its current location to another location specified with changeable channel on Tx Modulator. Flight and surface tests were performed following fabrication. The study shows that the design can be followed and used for build an unmanned three-mode vehicle for research and development purposes.

Son yıllarda, yüksek gelişim ivmesi gösteren mikro elektromekanik sensörler , motor ve pil teknolojileri, insansız hava araçlarının kullanım alanlarında ve geliştirilen araç sayısında artışa yol açmıştır. 2009 yılı itibariyle 1200’ü aşkın insansız hava aracı modeli kısmen ülkelerin envanterlerine girmiş; kısmen geliştirilme aşamasında halen yollarına devam etmektedirler. İnsansız hava araçları; geleneksel; kısa mesafede iniş-kalkış yapabilen ve dikey iniş kalkış yapabilen özelliğe sahip olarak olarak üç sınıfa ayrılabilir. Dikey iniş kalkış yapabilen (DİKY) sabit kanatlı insansız hava araçları (İHA), döner kanatlı ve fan gövdeli İHA’lara nazaran çeşitli üstünlükler göstermektedir. Sabit kanatlı DİKY uçak konsepti, 1950’lerde insanlı uçaklar üzerinde denenmiş, fakat pilotların üzerindeki iş yükü nedeniyle uçuş testleri birçok kazayla sonuçlanmıştır. Pilot kontrolündeki yetersizlikler sonucunda 1960’ların başında, dünya üzerindeki tüm insanlı sabit kanatlı DİKY projeleri durdurulmuştur. Fakat gelişen yazılım ve donanım teknolojileriyle, bu tip hava araçları, 1990’lı yıllardan itibaren insansız olarak, küçük ölçeklerde denenmeye başlanmıştır. Sabit kanatlı DİKY İHA’ların avantajları göz önünde tutularak, İTÜ bünyesinde elektrikli itki sistemi sayesinde sessiz olan ve otonom olarak şarj işlemini gerçekleştirerek 24 saat kesintisiz trafik – kanun kaçakçılığı gözlemi ve takibi yapabilecek kabiliyetlerde olan bir DİKY insansız hava aracı tasarımı başlatılmıştır. Dikey iniş ve kalkış operasyonu sırasında kullanılacak büyük çaplı pervane ve yatay uçuş sırasında kullanılacak fan sistemini içeren elektrikli hibrit itki sistemi sayesinde, İTÜ’de geliştirilen İHA’nın dünya üzerindeki diğer insansız uçaklara nazaran daha yüksek performanslı olduğu görülmüştür. Yaklaşık olarak 3 dakikalık dikey iniş kalkış aşamasından sonra 90 dakika kesintisiz uçuş yapabilen ve 1.2 kg faydalı yük taşıma kabiliyetine sahip, dünyada bir benzeri olmayan İTÜ-İHA’nın, üretim ve uçuş testlerinden sonra kendini kanıtlayacağı ve sivil/askeri birçok kullanım alanına sahip olacağı öngörülmektedir. As a kind of Vertical take off and landing capable unmanned vehicles, tailsitter UAVs with their combined VTOL and fixed-wing aircraft with full flight-speed regime capability provides a distinct alternative to rotary-wing and ducted fan UAVs. ITU tailsitter concept is tailored towards city and urban operations with possible autonomous recharging capability to allow 24 hour on demand reconnaissance and surveillance for traffic and law-enforcement. The development of manned tailsitter aircraft had begun as early as 1950’s. Such manned tailsitter aircraft were hard to control especially during landing phase, as the early tailsitter aircraft did not have any stability augmentation system to help the pilots during the critical landing phase. However, as unmanned systems developed, the distinct tailsitter concept is realized again by using recent autopilot technology. In ITU tailsitter, a folding propeller system is used for hovering, vertical take-off, vertical landing and low speed transition mode, whereas an electric ducted fan (EDF) system is used for level and high speed flight mode where the propeller folds onto the fuselage in order to reduce drag. Initial system performance analysis with candidate propulsion units indicate that up to 35m/s cruise speed and maximum 90 minutes of flight endurance can be achieved while carrying 1.2 kg payload – a distinct performance in comparison to the same class rotary-wing and OAV alternatives. This flight time includes 3 minutes of vertical take-off and landing phase. After being proven the new tailsitter concept with hybrid electric propulsion system with the help of prototyping and several flight tests, a new concept with several usage areas, such as reconnaissance and surveillance for traffic and law-enforcement, scientific research, defense industry, is going to born. Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2010 Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2010 Yüksek Lisans M.Sc.