Aerospace and Electronic Systems Magazine January 2018 - 55

Aminzadeh, Roudbari, and Atashgah

Figure 6.

(a) Components of the simulated quadcopter's linear velocity. (b) Components of the simulated quadcopter's angular velocity. (c) Roll, pitch, and yaw
angles of simulated quadcopter during the mission. (d) Depiction of the quadcopter's situation based on simulated compass data.

Figure 5 shows the components of quadcopter's acceleration
during the mission. Then using these values and GPS data, angular
and linear velocity of the vehicle were calculated (Figures 6a, 6b).
On the other hand, roll, pitch, and yaw angles of the vehicle are
shown in Figure 6c, which illustrates an overshoot in yaw when
the vehicle turns clockwise. As explained before, according to
compass sensor, the vehicle's situation was simulated through adding a noise to roll, pitch, and yaw angles (Figure 6d). Figure 7a
shows the barometer's altitude measurements from (14) and Figure
7b demonstrates the vertical velocity of the vehicle. According to
JANUARY 2018

Figures 7a, 7b, when the vehicle reaches the maximum altitude,
commanded from the ground station, the controller keeps the velocity zero. Grade of throttle during the hover mode was 40-45%
of the maximum throttle, as can be seen in Figure 7c. If the required throttle for hovering is under 40% or over 60%, it is underpowered or overpowered which will be troublesome during flight
mode changing. As pointed before, MAVProxy reads map from
Google maps and according to the mission defined by the user, 3D
flight path was calculated as GPS data. Figure 8 indicates the 3D
flight path calculated through the EKF based navigation system

IEEE A&E SYSTEMS MAGAZINE

55



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