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Advanced Design Methods for Unmanned Aerial Vehicle Control

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Advanced Design Methods for Unmanned Aerial Vehicle Control Budapest University of Technology and Economics Department of Control Engineering and Information Technology Budapest, Hungary ADVANCED DESIGN METHODS FOR UNMANNED AERIAL VEHICLE CONTROL Ph.D. Thesis EMBER NÉLKÜLI LÉGI JÁRMUVEK˝ IRÁNYÍTÁSÁNAK KORSZERU˝ TERVEZÉSI MÓDSZEREI Ph.D. Értekezés Lukács Loránd Supervisor: Prof. emer. Dr. Lantos Béla, DSc Dept. of Control Engineering and Information Technology Budapest University of Technology and Economics Budapest, Hungary 2016 Declaration Undersigned, Loránd Lukács, I hereby state that this Ph. D. Thesis is my own work wherein I have used only the sources listed in the Bibliography. All parts taken from other works, either in a word for word citation or rewritten keeping the orig- inal contents, have been unambiguously marked by a reference to the source. Nyilatkozat Alulírott Lukács Loránd kijelentem, hogy ezt a doktori értekezést magam készítet- tem és abban csak a megadott forrásokat használtam fel. Minden olyan részt, amelyet szó szerint, vagy azonos tartalomban, de átfogalmazva más forrásból átvettem, egyértelm ˝uen,a forrás megadásával megjelöltem. Budapest, 2016. 11. 15. ...................................... Lukács Loránd The reviews of this Ph. D. Thesis and the record of its defense will be available in the Dean Office of the Faculty of Electrical Engineering and Informatics of the Budapest University of Technology and Economics. Az értekezésrol˝ készült bírálatok és a jegyzokönyv˝ a késobbiekben˝ a Budapesti M ˝uszakiés Gazdaságtudományi Egyetem Villamosmérnöki Karának Dékáni Hi- vatalában elérhetoek.˝ Acknowledgements Writing a PhD Thesis is never a one man job and as such, I am extremely grate- ful for all the support and encouragement I’ve received from the people around me. Firstly, I would like to thank my supervisor, Prof. emer. Dr. Béla Lantos for the support he has given me over the years. I would like to express my gratitude to the Hungarian Ministry of Education and Culture for awarding me the scholarship that made my research possible. To the people who selected my application - I am sincerely honored by your trust. To all my wonderful colleagues, Dr. Dániel Drexler, Dr. Bálint Kiss, Gábor Kovács, Dr. László Kis and Dr. Zoltán Prohászka - thank you for our stimulating discussions, your sincere insights and unwavering camaraderie. Gábor Péter and György Max, hang in there guys! You are next, of that I am sure! Dr. Ferenc Vajda, thank your for your valuable advice regarding the develop- ment of the image processing approach of the HUD. I am also grateful to the kind folks at Opitz aero club for setting aside their desire to fly while I was busy ’appropriating’ the airplane for research. I would like to extend my gratitude to Dr. Alexandros Soumelidis and Dr. Szil- veszter Pletl for their constructive comments and suggestions that helped me im- prove the quality of this document. A heartfelt thank you goes to all my friends who provided me with encourage- ment, especially at the defining moments of this journey. Örökre adós maradok a kedves szüleimnek és nagyszüleimnek a minden elvárá- somat felülmúló, éveken kereszt ˝ultartó lelkes támogatásukért. Úgy gondolom, hogy aki egy ilyen nagy fába vágja a fejszéjét, elobb-utóbb˝ meg- tapasztalja: a legnagyobb segítség amit bárkitol˝ kaphat az a lelki támasz. Ilyen értelemben a legkitartóbb, legértékesebb segítséget, Csilla, toled˝ kaptam. III Összefoglaló A kutatás elsodleges˝ célja az ember nélküli légi járm ˝uvek(UAV) irányító rend- szereit segíto,˝ korszer ˝umódszerek kidolgozása. Mivel a repülogépekbe˝ épített vezérlorendszerek˝ egyre inkább az ember nélkü- li platformok irányába fejlodnek,˝ bízom benne, hogy az elért kutatási eredmények hasznos megoldásokkal szolgálhatnak egy sor különleges, tipikusan az UAV ve- zérlorendszerek˝ tervezési fázisaiban jelentkezo˝ kihívásra. Egy megbízható vezérlorendszer˝ kialakítása specifikusan egy adott repülogép˝ típushoz kell legyen kifejlesztve ahhoz, hogy megfelelo˝ robusztussággal rendel- kezhessen. Ez érvényes egy autópilóta rendszer vagy a stabilitást és kontrollt segíto˝ rendszerek esetében is, ahol az adott repülogéphez˝ való "testre szabásához" szükséges a repülogép˝ nemlineáris dinamikus modelljének ismerete. Továbbá, el- engedhetetlen a repülogép˝ állapotváltozóinak ismerete, hiszen enélkül a legjobb vezérlorendszer˝ is képtelen egy referenciajel követésére. A repülogép˝ dinamikus modelljének és állapotainak ismerete nem csupán a vezérlorendszer˝ kialakításá- hoz szükséges. Felhasználásuk kiterjedhet a pilótaképzésére használt szimuláto- rokra vagy repülogépek˝ vezérlési karakterisztikáinak meghatározására is. Mindezek figyelembevételével a kit ˝uzöttfeladatok gyakorlatias megoldását ke- restem egy teljes méret ˝u, emberi irányítású repülogép˝ valós repülési adatainak felhasználásával. A kiválasztott kísérleti platform egy R26-S típusú vitorlázógép, amely méreteiben és aerodinamikus tulajdonságaiban hasonlít a nagy méret ˝u,kö- zepes és nagy repülési magasságokon m ˝uködo,˝ hosszú távú repülésre tervezett merev szárnyú ember nélküli repülogépekhez.˝ Az elért eredmények kiterjeszthe- toek˝ a fent említett kialakítású UAV-okra, illetve (a megfelelo˝ módosítások elvég- zésével) motoros hajtású, konvencionális repülogépekre˝ is. A tesztrepülések során a repülogép˝ fedélzetére egy költséghatékony szenzor- rendszer került felszerelésre, amely GPS vevob˝ ol,˝ MEMS alapú háromtengelyes gyorsulás- és szögsebesség mérokb˝ ol,˝ illetve egy háromtengelyes mágneses szen- zorból állt. A szenzorrendszer kiegészítéséhez egy menetirányba nézo,˝ széles látó- szög ˝uvideó kamerarendszer is felszerelésre került. A kutatómunka elso˝ lépésként a repülogép˝ kontroll felület-kitéréseibol˝ álló be- meno˝ jeleinek meghatározására fejlesztettem ki egy újszer ˝umegoldást. Az adat- gy ˝ujtésegy különleges megkötésnek tesz eleget: a bemeno˝ jelek meghatározása csak a pilóta kezeloszerveinek˝ vizuális megfigyelése által törtéhet. Igy a kidol- gozott módszer nem invazív: csupán két vizuális marker elhelyezését igényli a botkormány, illetve az oldalkormány pedálok egyikén, egyetlen videó kamera lá- tóterében. A módszer elonye˝ nyilvánvalóvá válik a klasszikus, ember által veze- tett repülogépek˝ esetén, amikor a végso˝ cél csak a repülogép˝ dinamikus modelljé- nek identifikációjából áll. A legfontosabb akadály a botkormányra szerelt vizuális marker 3D pozíciójának meghatározása egyetlen videó kamera által szolgáltatott 2D képi adatokból. A feladat megoldása magas szint ˝uképfeldolgozási technikák IV kidolgozását igényelte, a botkormány kinematikájának és a pilóta kezeloszerv-˝ kontroll felület függvények igénybevételével. Mindez az adatgy ˝ujtésgyors, gond nélküli megvalósítását teszi lehetové,˝ jóformán tetszoleges˝ kameraállás mellett. A repülogép˝ állapotváltozóinak meghatározásához egy újszer ˝ués robusztus, szenzorfúzió alapú állapotbecslési algoritmust dolgoztam ki. A teljes állapotvek- tor meghatározásához kidolgozott állapotbecslo˝ több üzemmódú, többszint ˝uarchi- tektúrával rendelkezik, összesen négy Kiterjesztett Kalman Sz ˝uro˝ (EKF) alkal- mazásával. Mivel a repülogép˝ gyorsulása és a gravitációs gyorsulás a mérések alapján nem szeparálható, egy széleskör ˝ukinematikai differenciálegyenlet rend- szert dolgoztam ki a két érték elkülönítéséhez. Az eljárás megoldja az állapotok integrálását, korlátozott idej ˝uGPS jelek kiesése esetén is szolgáltatva a navigá- ciós megoldást. Mindeközben kezeli a GPS és inerciális szenzorok nagyban eltéro˝ mintavételezési problémáját. Az állapotbecslo˝ kialakítása lehetové˝ teszi a repülo-˝ gép kinematikai állás- és oldalcsúszási szögeinek maghatározását. Az állapotbecslo˝ teljesítményének ellenorzését˝ a menetirányba nézo˝ videó ka- mera képeinek felhasználása által, magas szint ˝uképfeldolgozás bevonásával ol- dottam meg. A koncepció lényege az, hogy a repülogép˝ abszolút állása (dolés˝ és állásszög) meghatározható a képeken látható horizontvonal pozíciójából és dolés-˝ szögébol.˝ Ehhez szükségessé vált a videó kamera virtuális kollimációjának meg- oldása a repülogép˝ koordináta-rendszeréhez képest. A horizontvonal detektálását változó fényviszonyok és exponálási szintek, illetve alternáló földi minták esetén egy robusztus, adaptív elemeket tartalmazó képfeldolgozási rendszer kidolgozásá- val oldottam meg. A képi adatgy ˝ujtésrehasznált eros˝ torzítású széles látószög ˝u kamera esetén egy megoldást javasolok a kamera-világ és világ-kamera koordi- nátarendszerek közötti áttérések helyes megoldására. Mindezek alkalmazásával, egy heurisztikus algoritmus kidolgozása által megvalósítottam az állapotbecslo˝ hangolását és teljesítményének javítását. Kidolgoztam egy bovített˝ valóságon alapuló kijelzo˝ rendszert, amely megvaló- sítja egy ember nélküli légi járm ˝uvideó kapcsolaton keresztüli vezérlését a becsült állapotok alapján. Egy új eljárást vezettem be, amely a pilóta számára könnyen értelmezheto˝ grafikus formátumban jelzi a szél hatását a röppályára. A már ismert bemeno˝ jelek és állapotok ismeretében kidolgoztam egy módszert a repülogép˝ nemlineáris dinamikus modelljének identifikációjához. Statisztikai elemzésre alapozva, a módszer automatikusan meghatározza a modell optimális struktúráját. A hasonló, ugyanazt a dinamikát leíró regresszorok közül a legrele- vánsabbak automatikusan vannak kiválasztva. Ezáltal a modellstruktúra megha- tározásának bizonyos lépéseihez már nem válik elengedhetetlenné egy tapasztalt szakember bevonása. Az identifikációs eljáráshoz a szél hatásainak korrekcióját is bevezettem. A jelen disszertációban bemutatott identifikációs algoritmus
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