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Modeling and simulation of a propeller-engine system for Unmanned Aerial

Vehicles

Conference Paper · November 2013

DOI: 10.1109/ROPEC.2013.6702722

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Ricardo Martinez Alvarado Everardo E Granda-Gutiérrez

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Anand Sanchez-Orta Francisco José Ruiz-Sánchez

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 Modeling and Simulation of a Propeller-Engine
System for Unmanned Aerial Vehicles
Martínez-Alvarado, R., Granda-Gutiérrez, E. E.
Advanced Manufacturing Postgraduate Program
COMIMSA
Saltillo, México
{ricardo.mtz, egranda}@comimsa.com
Abstract— In this paper we present a model of a Propeller-
Engine system and a simulation analysis of its dynamics in order
to estimate the total load torque produced by the aerodynamic
effects of a spinning propeller attached to its rotor when it is used
as a thruster in small scale Unmanned Aerial Vehicles. The
contribution is twofold: first, we obtain the model of a composed
propeller-engine system introducing the mechanical load of a
turning propeller to the electro-mechanical properties of a
Brushless Direct Current motor, to determine the total thrust
and the load torque with respect to its angular velocity, and then,
we present the results of a numerical simulation of its dynamical
behavior under hovering conditions. The aim of this work is to
establish the basis for new developments in the area of control to
improve the stability of flight in Unmanned Aerial Vehicles
avoiding drifting.
Keywords—Modeling of Brushless Direct Current; Thruster;
Aerodynamic Load torque; UAV Control
I. INTRODUCTION
Nowadays universities and research centers are working on
the development of UAVs (Unmanned Aerial Vehicles); the
interest comes from their potential to perform tasks in a tele-
operated and autonomous way in unreachable and risky places
for humans. The UAVs applications are both, civilian and
military, in activities like exploration, inspection, search and
rescue, surveillance, target identification, image capture and
even as weapons. In recent years, the technological advances in
materials and electronics have contributed to develop compact
flight platforms with complex instrumentation, avoiding some
flight constraints such as payload, flight duration, processing
capacity and energy consumption. However, UAVs still
present technical limitations in real environments, and it is
necessary to find a solution to several issues that constraint
their safety flight under structured and controlled
environments, in particular, considering the aerodynamic
effects on the thruster response to improve the robustness of a
stable flight condition and to ensure their functionality [1]-[3].
Small scale UAV are typically manufactured with electric
thrusters, because electric motors, and particularly Brushless
Direct Current motors (BLDC motors) offer high torque-
weight ratio and are easier to control with respect to internal
combustion engines. BLDC motors require an inverter and a
driver that uses position of the rotor as feedback for
synchronizing the current input signals but also for regulating
the velocity as a function of commutation frequency. Their
978-1-4799-2370-0/13/$31.00 ©2013 IEEE
Sanchez-Orta, A., Ruiz-Sanchez, F. J.
Robotics and Advanced Manufacturing Group
CINVESTAV
Saltillo, México
{anand.sanchez, fruiz}@cinvestav.mx
control schemes are continuously under research and many
control techniques are being developed [5]-[7].
Multi-rotor vehicles, mainly quad-rotors, are frequently
used as experimental platforms to validate non-inertial models
and control laws because their nonlinear and underactuated
properties. With the aim to stabilize the UAV, several
algorithms are used, assuming that the mathematical model of
the UAV is a 3D object with 6 degrees of freedom (DOF).
However these algorithms consider the UAV as a rigid body
without the real dynamics of the thrusters and the
underactuation is solved from the standpoint of a non-inertial
body [1]-[4].
In general, control models are based on the thrust force,
load torque and angular speed of the engine, but important
facts, like the relation between load torque and thrust force, are
only estimated or assumed as constant [8]-[10], this limit the
possibilities of solving, by using feedback controllers, problem
that affect the whole performance of the UAV during a flight,
mainly concerning stability and energy consumption. In
contrast, in this work we developed a model of aerodynamic
forces coupled with the engine. The proposed model includes
forces generated on the spinning propeller and the dynamic
behavior of the motor; thus, the model allows linking up the
dynamic of the UAV directly with the dynamic of the main
actuator, considering the thrust force generated by the propeller
engine system and the load torque produced by the engine.
II. COMPOSED MODEL OF A PROPELLER-ENGINE SYSTEM
A. Theory and Model of the BLDC motor
BLDC motor can be modeled based on the model of a DC
motor with permanent magnets, i.e., the electrical part of the
model can be described by three phases in the stator where the
rotation of the engine is produced by energizing two of the
three phases in each instant of time (Fig. 1). The procedure to
derivate the model is developed according to [11] where it is
not necessary to use the transformation to d and q axes as it is
usually done for induction machines because the distribution of
the magnetic flux in the BLDC motor is trapezoidal instead of
sinusoidal, and where it is convenient to define a model in
function of its activation voltage.
The following equations show the relationship between the
BLDC motor and electromechanical torque.
 ⎧ 2π
⎪1, 0 ≤ θe <
⎪ 6
3 (6)
2π 2π
⎪1 − (θ e − ), ≤ θe < π
⎪
f (θ e ) = ⎨ π 3 3
5π
⎪− 1, π ≤ θe <
⎪ 3
⎪ 6 5π 5π
⎪⎩ − 1 + (θ e − ), ≤ θ e < 2π
π 3 3

The "six steep" commutation technique is used to operate

the BLDC motor. Using algebraic manipulations and the
Fig. 1. Electrical scheme for the BLDC motor. current Kirchhoff’s law, the model is reduced to a matrix form
as follows:
d
Vab = R(ia − ib ) + L (ia − ib ) + ea − eb , x = Ax + Bu + η
dt (7)
d (1) y = Cx
Vbc = R (ib − ic ) + L (ib − ic ) + eb − ec ,
dt
d being,
Vcab = R(ic − ia ) + L (ic − ia ) + ec − ea ,
dt
dωm
Te = J + Bmωm + TL , ⎛ R ⎞
dt ⎜− 0 0 0⎟
⎜ L ⎟⎛⎜ i a ⎞⎟
where V is the phase-phase voltage, i is the current and e is ⎜ 0 −R 0 0 ⎟⎜ ib ⎟
the electromotive force (EMF) in each phase a, b and c. R is x = ⎜ L ⎟⎜ ⎟
⎜ Bm ⎟ ωm
the resistance between phases considering that ⎜ 0 0 − 0 ⎟⎜⎜ θ ⎟⎟ (8)
R=Ra+Rb=Rb+Rc= Rc+Ra; and L=La+Lb=Lb+Lc=Lc+La. Te is ⎜ J ⎟⎝ m ⎠
the electromechanical torque, ωm is the angular velocity of the ⎝ 0 0 1 0⎠
rotor, J is the inertia, Bm is the damping coefficient and TL is ⎛ 2 1 ⎞
the load torque of the motor. ⎜ 0⎟
⎜ 3 L 3 L ⎟⎛ V −e ⎞ ⎛⎜ 0 ⎞⎟
Since the BLDC motor is a three phase machine, the Back ⎜− 1 1
0 ⎟⎜
ab ab
⎟ ⎜ 0 ⎟
+ ⎜ 3L 3L ⎟⎜Vbc − ebc ⎟ + ⎜ ⎟,
Electromotive Force, (BEMF), and the current are 120° out of ⎜ 1 ⎟⎜ T ⎟ ⎜ − TL ⎟
phase, so it is necessary to describe a function to calculate the ⎜ 0 0 ⎟⎝ e ⎠ ⎜ 0 ⎟
⎜ J⎟ ⎝ ⎠
BEMF considering this lag, as follows:
⎝ 0 0 0⎠
and
ea = keωm f (θe ),
2π (2)
eb = keωm f (θe − ), ⎛1 0 0 0⎞
3 ⎜ ⎟⎛ i a ⎞
⎜0 1 0 0 ⎟⎜ ⎟ .
4π ⎜ ib ⎟ (9)
ec = keωm f (θe − ), y = ⎜−1 −1 0 0 ⎟⎜ ⎟
3 ⎜ ⎟ ωm
⎜0 0 1 0 ⎟⎜⎜ ⎟⎟
θm
and the electromechanical torque: ⎜0
⎝ 0 0 1 ⎟⎠⎝ ⎠

2π 4π In (7), vector η is used to identify the perturbation induced

Te = kt [ f (θ e )ia + f (θ e − )ib + f (θ e − )ic ] , (3)
3 3 by the load torque, as can be seen in (8).

where θe is the electric angle expressed in rad. This means B. Aerodynamic forces model for a fixed wing
that the electrical position of the rotor is given by: The propeller is the lift surface that generates the force to
move the aircraft through the air according to its orientation;
dθ e P (4) that force is called "propulsion". A simplified model for the
= ωm , aerodynamic of the propulsion system can be obtained through
dt 2
the estimation of the forces generated by the propeller engine
P (5) system based on the momentum theory, which considers the
θe = θm . propeller as an infinite number of blades in a circular surface. It
2
is supposed that the airflow, induced by the propeller, is a disk
θm (expressed in rad) results from the integration of ωm; the in which the air is crossing (see Fig. 2); Bernoulli’s equation
functions f(·) are carrier signals that represent trapezoidal can be applied in front and back of the disk to compute the
waveforms of the BEMF [11]-[12], and P is the number of thrust developed by the propeller, [13] and [14].
magnetic poles of the rotor.
 Fig. 4. Representation of the components of the aerodynamic forces on a
transversal section blade

In Fig. 4 dT, dH, dL and dD, are differentials of the thrust

force, load force, lift and drag force, respectively. The
Fig. 2. Propeller-engine system seen as a disk crossed by air. expression to compute the lift and drag is presented in [13]

1 (11)
Then, velocity induced by the thrust which is the velocity dT = ρc(CL (α ) cosα − CD (α ) sin α )U 2 dr ,
2
for the flight in hovering-mode is expressed as
1 (12)
dH = ρc(CL (α ) sin α − CD (α ) cosα )U 2 dr ,
T (10) 2
vi = ,
2 ρAd
where U is defined as (vi+ωmr); and α =arctan(vi/ωmr). CL
where vi is the induced velocity at the point i, T is the thrust and CD are the coefficients of lift and drag respectively.
force, ρ is the air density and Ad is the disk area covered by the The coefficients for lift and drag are dependent of the angle
propeller. of attack. In order to tuning these parameters, it is supposed
The propeller is the mechanical component that converts that the curves describing the dynamic of the coefficients for
the rotation of the engine in the thrust force. Generally, the lift and drag are centered at origin and are approximated as
blade of a helicopter has a straight geometry and the blade of a follows: 1) CL=l0+l1α (l1 is the slope of the lift curve) and 2)
propeller presents a mixed twist-spindle shape, which is a CD=d0+d1α+d2α2, which is a quadratic function versus the
variation of the angle of attack versus the radius of the angle of attack α. Since CL y CD are centered at the origin,
propeller. This means that the angle of attack α(r), the chord l0=d1≈0. This, reduces the coefficients as CL=l1α and
c(r) and the pitch θ(r), are varying along the wing radius r and CD=d0+d2α2. Considering that l1 is equal to l, the analytic
the area covered by the wing, Ad (Fig. 3). The disk area of the solution for (11) as a function of the radius is as follows:
propeller can be calculated as Ad = π (rn –ri)2 because the effect
of the crossing air through the wing can be neglected at the 2
2 2
beginning and at the end of the propeller. 1 ⎧1 lθ (vi + ωm r 2 ) 3 lviωmr 2
T = ρc⎨ −
The regulation of the aerodynamical forces (thrust and 2 ⎩3 ωm 2
Load) in the fixed wing propeller is done through the control of (13)
1⎡ v ln(ωmr + vi + ωm r 2 ) ⎤
2 2 2
rotating velocity. The effect of the thrust on the fixed wing − ⎢r vi + ωm r 2 + i
2 2
⎥(d0 + d2θ2 )vi
geometry can be described by the blade element theory, under 2⎢ ω ⎥⎦
⎣
following assumptions: 1) it acts like a small symmetrical rn
blade (angle of attack, pitch and chord are not depending of the d v ln(ωmr + vi + ωm r 2 ) ⎫⎪
3 2 2
2
radius) 2) transversal section in the blade is constant. Then, the + 2d2θvi r − 2 i ⎬ .
differentials of load force and thrust force are at the same ωm ⎪⎭r
i
pressure point, as shown in Fig. 4.
In order to compute the total load torque generated by the
ωm propeller on the BLDC motor, from its differential component
z θ(r)
α(r) c(r)
dTL = rdH , (14)
y x ωm r
y dr
Integrating both sides of the above equation, along the
z
radius r, we obtain
x
ri
rn
r

Fig. 3. Section of the lift surface of a propeller blade.

 Parameter Value unit
3 3
2 2 2 2 2 2 2 2 2
1 ⎧1 (vi + ωm r ) lv θr 1 d 0 r (vi + ωm r ) 2 ρ 1.124 kg/m3
TL = ρc ⎨ − i +
2 ⎩3 ωm 2
2 4 ωm r ri – rn m
2 2 2 2 4 2 2 2 -2
1 d 0vi r vi + ωm r 1 d 0vi ln(ωm r + vi + ωm r ) rn 14.5 × 10 m
− − (15)
8 ωm 8 ωm 2 ri 2.5 × 10 -2
m
2
2 2 2 Ad πr m2
1 d 2vi r vi + ωm r
2
1 2
+ d 2θ 2ωm r 3 − d 2θviωm r 3 +
3 3 2 ωm c 1.7 × 10-2 m
rn
θ 4.5×π/180 rad
1 d 2vi ln(ωm r + vi + ωm r ) ⎫⎪
4 2 2 2

− ⎬ . l 0.57296 pu
2 ωm ⎪⎭r
-3
i
d1 2.97× 10 pu
The models for the aerodynamic forces, under -3
d2 88.9× 10 pu
considerations that α(r) = α, c(r) =c and θ(r) = θ, are in
function of the mechanical velocity and the induced velocity of
the wind, as is concluded from the previous analysis. To link 40
the aerodynamic forces together with the load of the motor, the Without load torque
20 With load torque
velocity developed by the engine must be included in the

ia (A)
equations. Observe that in the model of aerodynamic forces, 0
thrust and the induced velocity must be solved simultaneously -20
to avoid algebraic loops. -40
0 0.02 0.04 0.06 0.08
III. SIMULATION OF THE PROPELLER-ENGINE SYSTEM
40
Validation of the proposed model was done through 20
ib (A)

simulations in the software MATLAB R2009b. Results show 0

the behavior of the system for both, electrical and mechanical
-20
dynamics.
-40
The parameters used to simulate the motor are shown in 0 0.02 0.04 0.06 0.08
Table I and the parameters for the aerodynamic forces model
40
are shown in Table II and corresponds to a 12×4.5” propeller.
20
ic (A)

Fig. 5 shows the square waveform at the output of the 0

inverter according to the "six steep" commutation, in each -20
phase. The current is established in 0.799 A without the load -40
torque induced by the propeller and in 5.42 A when the load 0 0.02 0.04 0.06 0.08
torque is applied. t (s)
Fig. 6 shows the behavior of the electromechanical torque
Fig. 5. Phase currents (ia, ib, and ic) from the inverter to the BLDC motor with
with and without load, where torque establishment is at 107.6 and without the load torque (TL) induced by the propeller.
and 14.5 mNm, respectively.
1
TABLE I. PARAMETERS FOR THE BLDC MOTOR Without load torque
Parameter Value unit With load torque
0.8
R 0.30/2 Ω

L 0.080 × 10-3 H
0.6
Te (Nm)

Vs 12 V

kt 20 × 10-3 Nm/A 0.4

-3
ke 20 × 10 V/(rad/s)

P 2 pu 0.2
-7 2
J 119 × 10 Kgm

Bm 0 Nm/s 0
0 0.02 0.04 0.06 0.08
t (s)
Fig. 6. Electromechanical torque (Te) with and without the load torque (TL)
TABLE II. PARAMETERS FOR THE AERODYNAMIC FORCES MODEL induced by the propeller.
 8000 way, the thrust force changes from 6.42 a 3.96 Nm which
Without load torque corresponds with a payload of 655 and 404 g respectively. This
7000 With load torque range corresponds to the payload value per motor that can
carry a small quad-rotor of 1 kg approximately.
Mechanical speed (rpm)

6000
5000
8000
4000 Mechanical speed with control
Reference speed
3000

Mechanical speed (rpm)

6000
2000
1000 4000

0
0 0.02 0.04 0.06 0.08
t(s) 2000
Fig. 7. Mechanical speed (ωm) with and without the load torque (TL) induced
by the propeller.
0
0 0.02 0.04 0.06 0.08 0.1
Finally, the mechanical speed in Fig. 7 is reduced from t(s)
5635 without load to 5089 rpms when the load torque is
Fig. 8. Mechanical speed (ωm) response with control.
applied.
Simulation results show that the form of the electrical 1
dynamics of the motor is similar considering the load or not.
The main difference is the amplitude of the current because the
load is demanding more energy. Consequently, the Te (Nm) 0.5
electromechanical load increases as well as the
electromechanical torque. The ripple in the torque is observed
0
because of the square wave from the inverter. A variation is
expected when the load of the propeller is taken into account
because the system requires more energy to displace it in the 0.150
air. The mechanical speed and the thrust are diminished
TL (Nm)

0.100
because the latter depends on the velocity. In this sense, a
regulated thrust needs the control of the speed to compensate 0.050
perturbation induced by the aerodynamic load.
0
Simulation was used in order to analyze the response of the 0 0.02 0.04 0.06 0.08 0.1
model to a proportional-integral (PI) speed controller. Such a t (s)
controller regulates the velocity of the motor considering the Fig. 9. Electromechanical (Te) and load torque (TL) with speed control.
load torque. Proportional gain of the controller was set to
kp=0.2615 and the integral time was set to ki=0, (the integral 20
gain is calculated based on Bm which is assumed very close to
0). Those values obtained by means of a tuning process,
vi (m/s)

according to [15]. The set point value for regulation was varied 10
from 5080 to 4000 rpm., at the time 0.05 s and the step
response is shown in (Fig. 8). 0
The control scheme evaluated with the proposed model
reaches the set point of the speed in a fast and precise way, and 10
is not affected by the load torque change at time t=0.05 s. The
changes on the load torque causes distortion in the current, as
T (N)

5
can be inferred from the behavior of the electro mechanical and
load torque as shown in Figure 9. Te is established at 0.067 Nm
and Te at 0.065 according to the Newton’s laws. Moreover, the 0
0 0.01 0.02 0.03 0.04 0.05
step change in the set point of velocity reduces the thrust force t (s)
and the induced velocity as is observed in Fig. 10 where the
induced velocity changes from 15.89 to 12.49 m/s. The latter Fig. 10. Aircraft dynamic response with speed control.
was confirmed by direct measurements from an anemometer
and a propeller with the same parameters exposed in this paper;
measured values corresponding to the simulated. In a similar
 IV. CONCLUSIONS
We presented a model for the composed system Propeller-
Engine for small scale UAV applications. The model includes
a load torque produced by the aerodynamic effects on the
spinning propeller which is analyzed numerically. The
proposed model considers the actual activation voltages
applied to the BLDC motor that has a three phase balanced
trapezoidal waveform on its BEMF. This model includes the
dynamic response of a propeller under hover flight. Results
show the performance of the BLDC motor using the propeller
as a dynamic load and give the idea of how the aerodynamic
effects can be involved in a hovering aircraft with an electric
propulsion system, and that it is possible to compensate those
effects to improve the response of the system. As future work,
the integration of an instrumented platform is under evaluation
with the aim to compare simulated and acquired data.
ACKNOWLEDGMENT
Ricardo Martinez acknowledges CINVESTAV-Saltillo and
especially to the Robotics and Advanced Manufacturing Group
(GRYMA) for supporting this work.
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AUTHORS
Ricardo Martinez Alvarado, M.Sc., born in
San Luis Potosí in 1985, received a B.E. in
Mechatronics from the San Luis Potosi Institute
of Technology (2008), and a M. Sc. in Robotics
and Advance Manufacturing from Cinvestav-
Saltillo (2012). Recently, he is working as
Expert Engineer at the Mexican Corporation for Materials
Research (COMIMSA).
Anand Eleazar Sánchez Orta PhD in
Technologies de l'Information et de Systèmes
from Univesité de Technologie de Compiêgne
(2007), is currently a Research Professor in the
Robotics and Advanced Manufacturing
Division is currently a Research Professor in the
Robotics and Advanced Manufacturing Division, Cinvestav.
His research interests include the design and control of UAVs
for autonomous flight, Robotics and automation control.
Francisco José Ruiz Sánchez, PhD in Contôle
de Systèmes from Université de Tecnologíe de
Compiègne (1997), is currently a Research
Professor in the Laboratory of Non-Inertial
Robotics and Man-Machine Interfaces,
Cinvestav. His research interests are automation
and cognitive systems for autonomous and assistential robotics.
Everardo Efrén Granda Gutiérrez received a
PhD in Electronics Engineering in 2008 at
Toluca Institute of Technology. He is IEEE
member since 2008 and since 2012 he is a
lecturer-researcher at the Mexican Corporation
for Materials Research (COMIMSA). His main
research interests are the processes control to improve the
tribologic properties of materials through plasmas.