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This master thesis is about the integration of the open-source flight controller APM 2.6 in an aircraft. It consists in the understanding of the functioning of the autopilot but also its installation and configuration. At the beginning, the main characteristics of the aircraft are analysed. These include a strong stability enhanced by the position of the wing and the presence of a dihedral, a combustion engine and a landing gear with a tail dragger configuration. Furthermore, the radio Taranis X9E is entirely configured to accomplish the required tasks. It is a fully programmable radio and the main steps of its configuration are explained. In this report, the installation of the autopilot and the other necessary components are detailed. Additionally, particular care is considered regarding issues about vibrations because of the combustion engine. Mission Planner, the software used as a ground control station, is also commented with different safety features and a presentation of the main flight modes of the flight controller is done. The autopilot is based on a series of classical PID controllers. The philosophy of each controller is explained. The aim of the work is therefore to tune them correctly for the flight. A fully autonomous mission, including take-off and landing, is analysed to demonstrate that the system works well.
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Separated flows are complex but interesting to study because they are variable and unsteady. They are present for every bluff bodies and stalled streamlined bodies (at high angle of attack). Experimental aerodynamics is able to study these types of flow, using pressure sensors. Due to sensor size, pressure tubes are used to connect the pressure scanner to the tap (where the pressure is effectively measured). When an unsteady flow is studied, the signal measured by the sensor is perturbed by the tube. The Transfer Function of the tube has to be computed, to correct for the pressure measure using an inverse Fourier Transform and to obtain the pressure effectively present at the tap. The correction is made on the fluctuation amplitudes (around the mean) and the phase of the signal. The synchronization is important when vortex shedding is studied. This Transfer Function is computed by comparing the pressure measured at the begin and at the end of the tube. For that purpose, pressure with a frequency content has been applied on the tube entry (periodic for KTH calibrator and aperiodic for ULg calibrator). The ratio between these pressures gave the desired correction, showing resonance peaks for some frequencies. When a simple tube is used, theoretical models from fluid equations give very similar results to experimental ones. A parallel with electricity has also been made, replacing the pressure tube by an RLC circuit or a transmission line. The longer and the narrower the tube, the higher the signal distortion. 3D printed models are nowadays commonly used in experimental aerodynamics, allowing not only to build complex shaped models easily, but also pressure taps directly on the model and pressure channels into the structure. These more complex measurement systems have also to be experimentally calibrated. Indeed, diameter restriction on tap or shrinks in tube channels highly distorts the signal. We used this calibration to correct the pressure on a stalled wind turbine wing (at high incidence). The stall is linked to viscous effects, the flow becoming separated and turbulent. The fluctuations and phase of pressure taps signal have been studied to understand the Reynolds effect on a stalled wind turbine wing. Experiments were compared with CFD and theoretical models to validate the results. Another application of unsteady pressure that we have studied the vortex shedding process, occurring around bluff bodies (in particular for rectangular cylinders). The synchronization and amplitude fluctuations of these vortices have been corrected using the dynamic calibration device. Fluid-structure interaction (vortex induced vibration) has then been studied: when vortices were ejected at the resonance frequency of the cylinder, the structure entered auto-excitation and vibrated a lot. When the cylinders were closely spaced in the flow (assembled into a grid), they interfered with each other and the vortex shedding process was changed compared to a single cylinder. To understand deeply this grid, theoretical and numerical models have been used (FEM and CFD) in parallel with experimental sensors: accelerometers (for vibration), pressure sensors connected on taps by tubes, Cobra Probe (velocity in the wake of cylinders), Hot Wire (free stream velocity). The study of this process in function of the incidence and the cylinder spacing allowed us to predict airspeed that induces instability. This is crucial in order to find parameters that minimize vibrations occurring on a real grid, with undesirable noise. In conclusion, this work can be used to take into account unsteady effects when pressure is measured around streamlined and bluff bodies.
Unsteady Flows --- Calibration --- Wind Turbine Wing --- Stall --- Reynolds --- Vortex Induced Vibration --- Rectangular Cylinder --- Grid --- Strouhal --- Fluid-Structure Interaction --- Pressure Measurement --- Wind Tunnel --- Ingénierie, informatique & technologie > Ingénierie aérospatiale
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The search for better performance is an actual challenge in the automotive industry. This is the reason why Shell proposes students from the entire globe to participate in its eco-marathon, a competition in which the maximum efficiency is searched. This thesis presents a numerical and experimental study of the A&M UrbanConcept vehicle: Electra. Wind tunnel conditions are simulated using RANS and URANS simulations in ANSYS FLUENT and compared to wind tunnel experimental data, allowing to validate numerical results. Once the numerical set-up is validated, a more in-depth study of Electra's aerodynamic properties is performed. In this study, track conditions are simulated and compared to wind tunnel conditions. This comparison allows to see the ground effect phenomenon and how it affects the aerodynamic properties of the car. Bearing in mind all simplifications made on the numerical model, aerodynamic corrections are applied to the obtained results. Then, a thorough discussion on surface imperfections and protuberances is made, being possible to estimate the drag value of the real car. Using this study, it is possible to modify the car geometry in order to improve its performance, achieving a drag decrease of 38% with respect to the original geometry. Finally, the aerodynamic effect that the introduction of a new platform chassis type could have on Electra's aerodynamics is tested and optimized.
CFD --- Aerodynamics --- Shell Eco Marathon --- Wind Tunnel --- Experimental Aerodynamics --- Fluent --- ANSYS --- Drag Reduction --- Vehicle Aerodynamics --- Car Aerodynamics --- Transition --- Ingénierie, informatique & technologie > Ingénierie aérospatiale
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