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A Newton Euler Approach to Modeling of a Quad-Rotor Autonomous Airship -

Preliminary Results.

Conference Paper · January 2010

DOI: 10.2514/6.2010-39

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 48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition AIAA 2010-39
4 - 7 January 2010, Orlando, Florida

A Newton Euler Approach to Modeling of a Quad-Rotor

Autonomous Airship– Preliminary Results.
Yasmina BESTAOUI1
Laboratoire IBISC CNRS FRE 3190, Evry 91020, France
Hervé KUHLMANN2
Laboratoire SATIE CNRS UMR 8029, Ecole Normale Supérieure de Cachan, 94235 France

The objective of this paper is to present the preliminary results of a model of a quad-
rotor airship, taking into account wind effect as well as the varying mass effects, using
Newton formulation. Euler angles are used for kinematics. For dynamics, a mathematical
description of a dirigible flight must contain the necessary information about aerodynamic,
structural and other internal dynamic effects (engine, actuation) that influence the response
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of the airship to the controls.

Nomenclature
F = force acting on the vehicle
M = moment acting on the vehicle
f, g = generic functions
m = mass
M = generalized mass matrix
P = pressure
Ω = angular velocity
Π = kinetic moment
η = position and orientation of the body fixed frame origin
ρ = density
V = linear velocity of the vehicle
Va = relative air velocity of the vehicle
VW = wind velocity

I. Introduction
HIGHTER than air vehicles suit a wide range of applications, ranging from advertising, aerial photography and
L survey work tasks. They are safe, cost-effective, durable, environmentally benign and simple to operate. Since
their renaissance in early 1990's, airships have been increasingly considered for varied tasks1 such as
transportation, surveillance, freight carrier, advertising, monitoring, research, and military roles. What makes a
vehicle lighter than air is the fact that it uses a lifting gas in order to be lighter than the surrounding air. The
principle of Archimedes applies in the air as well as under water. The difference between airships and balloons is
that: balloons simply follow the direction of the winds; In contrast, airships are powered and have some means of
controlling their direction. Non rigid airships or pressure airships are the most common form nowadays. They are
basically large gas balloons. Their shape is maintained by their internal overpressure. The only solid parts are the
gondola, the set of propellers and the tail fins. The envelope holds the helium that makes the airship lighter than air.
In addition to the lift provided by helium, airships derive aerodynamic lift from the shape of the envelope as it
moves through the air.
New airship concepts and designs are studied in the DIRISOFT Network. The French DIRISOFT network, launched
in 2007, gathers more than twenty laboratories within Universities and Engineering schools interested in lighter
than air vehicles(fig.1).

1
Associate Professor, AIAA senior member, Université d'Evry, [email protected]
2
Research Engineer, Université Paris XI, [email protected]

1
American Institute of Aeronautics and Astronautics

Copyright © 2010 by Bestaoui. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
Downloaded by Yasmina Bestaoui on March 4, 2014 | http://arc.aiaa.org | DOI: 10.2514/6.2010-39

Figure 1: The DIRISOFT Network in France

More than one hundred researchers, engineers and PhD students are involved in research projects on airships.
The activities within the DIRISOFT network are organized in thematic activities such as: 3D robotics and control,
Aerodynamics, Thermodynamics and plasmas, Energy management, Mechatronics, History and sociology (Fig. 2)...

Figure 2 : DIRISOFT Activities

The objective of this paper is to present a kinematics and dynamics of a quad-rotor airship, taking into account
wind effect as well as the varying mass effects. The airship is a member of the family of under-actuated systems
because it has fewer inputs than degrees of freedom. In some studies6, motion is referenced to a system of
orthogonal body axes fixed in the airship, with the origin at the center of volume assumed to coincide with the gross
center of lift. The model used was written originally for a buoyant underwater vehicle5. It was modified later to take
into account the specificity of the airship6,8. In ref.8 , the origin of the body fixed frame is the center of gravity. In
most dynamic models of aircraft, the vehicles are modeled as a rigid body with three translational and three
rotational degrees of freedom. These dynamics models can be represented by six differential equations. A number
of airship dynamics models have been presented in the literature in which the airships were modeled as a rigid-body
vehicle. An airship's flight characteristics can be strongly affected by atmospheric turbulence. Thomasson10
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American Institute of Aeronautics and Astronautics
 discussed the incorporation of the wind effects (wind speed, acceleration and spatial gradients) into the nonlinear
equations of motion of airships.
The contribution of this paper is the modeling of a quad rotor airship considering the effects of wind, of mass
varying due to fuel consuming and freight. This paper consists of six sections. Section 2 presents the vehicle
kinematics while Section 3 introduces Mass characteristics. Dynamics are the subject of Section 5. Finally some
concluding remarks are given in section 6.

II. Vehicle Design

A particular concept that belongs to the class of vertical takeoff and landing aircraft with high lifting capability
and no ballast is the quad-rotor airship2, 3, 4. Basically, this concept consists of a non rigid buoyant non rotating hull
that is rigidly attached to a structural frame supporting the propulsion components. The advantage of such
arrangement is that the empty weight of the vehicle is supported by the force due to lift while the propulsive forces
are entirely available for lifting the payload and controlling the vehicle. This complexity is worthwhile, given the
objective to provide a large payload, high maneuverability and operation costs well below that of a comparable
helicopter2-4.
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Figure 3: Upper view of the MC500

The most common form of a dirigible is an ellipsoid. In the presented design, the airship looks like a flying Delta
Wing. The MC500 is a 500 m3 demonstrator prototype equipped with 4 vectorial driven propellers. Fig 3 presents
its upper view and Fig. 4 its front view, using SolidWorks®.

Figure 4: Front view of the MC500

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American Institute of Aeronautics and Astronautics
 A reduced-scale model has been successfully tested in a wind tunnel The MC500 is being assembled in the
DIRISOFT integration and experimentation center, presented in Fig 5, located in Mantes en Yvelines.
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Figure 5 : Assembling

For the chosen vehicle configuration, concepts for controlling the vehicle in all of its flight modes have to be
developed and evaluated by using a flight dynamics simulation of the vehicle.

III. Kinematic Modeling

An airship is a lighter-than-air aircraft having propulsion and steering systems. The system under study
consists of a carrying body and one carried body (freight) and undergoes translational-rotational motion in space.
Most statements of free motion problems assume the constant mass and inertial characteristics of the body during
motion. Based on a preliminary design study, a vehicle configuration is selected that consists of four modified rotors
mounted on an interconnecting structure that is attached to an envelope. The empennage control surfaces provide
additional control moments in pitch and yaw during forward flight.
In the attempt to establish a workable mathematical model a number of considerations have to be taken into
account, as it differs from the usual conventional aircraft models9,11,12,13,14,15.
- the lighter-than-air vehicle displaces a very large volume and its virtual (added) mass and inertia properties become
significant, i.e., it behaves as if it had a mass and moments of inertia substantially higher than those indicated by
conventional physical methods;
- the airship’s total mass can change considerably in a very short time;
- in order to reasonably accommodate the constantly changing center of gravity G position, a characteristic which is
unique to airship flight, the airship motion has to be referenced to a system of orthogonal body axes fixed in the
vehicle with the origin at the center of volume C or at the nose N. In this paper, the center of the body fixed frame is
taken at the nose. The center of volume is also assumed to coincide with the gross centre of lift. At very low speeds
or during hover, airships can only be put in motion by acting on the propellers’ speed and vectorization.

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American Institute of Aeronautics and Astronautics
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Figure 6 : Definition of the body fixed frame

Three reference frames are classically considered in the derivation of the kinematics and dynamics equations of
motion. These are the Earth fixed frame R f , the body fixed frame Rm and the wind frame Rw . The origin of the
inertial frame is O. The position and orientation of the vehicle should be described relative to the inertial reference
frame while the linear and angular velocities V = ( u v w ) ; Ω = ( p q r ) of the vehicle should be expressed
T T

in the body-fixed coordinate system. The origin N of Rm coincides with the nose of the vehicle. The position of N in
R f can be described by: η1 = ( x z ) while its orientation is given by η2 = (φ θ ψ ) with φ  Roll, θ 
T T
y
pitch and ψ Yaw angles. The orientation matrix R is given by

 cψ cθ −sψ cφ + cψ sθ sφ sψ sφ + cψ sθ cφ 
  −1
R =  sψ cθ cψ cφ + sψ sθ sφ −cψ sφ + sψ sθ cφ  with R = R
T ɺ = RSk ( Ω)
R (1)
 −sθ cθ sφ cθ cφ 
 
where cθ = cos(θ ) and sθ = sin(θ ) . The anti-symmetrical skew-matrix Sk ( Ω ) is given by
0 r −q 
 
Sk ( Ω ) =  −r 0 p (2)
q − p 0 

This description is valid in the interval − π < θ < π . A singularity of this transformation exists for
2 2
π
θ= ± kπ ; k ∈ Z . The kinematics of the UAV can be expressed in the following way:
2
 . 
 η1  =  R 03*3   V 
 .   03*3 
J (η 2 )   Ω 
(3)
 η2 
Where
 1 sφ . tan θ cφ .tan θ 
 
J (η2 ) =  0 cφ . − sφ  (4)
 0 sφ / cθ cφ / cθ 


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American Institute of Aeronautics and Astronautics
 One more important element of airship flight is that airships always fly at or near equilibrium. They normally take
off slightly ‘heavy’ and can land somewhat ‘light’.

IV. Mass Characteristics

Significant difference of a buoyant like vehicle from a typical aircraft is that its mass characteristics strongly
depends on the change of altitude z

m = m ( z ) ; I = I ( z ) ; rcg = rcg ( z ) (4)

The pressure difference between the surrounding atmosphere and the Helium should be kept as constant as possible
at each altitude level. This permanent pressure difference is required for maintaining the aerodynamic shape of the
envelope under most operational conditions. As the atmospheric pressure PA ( z ) changes with the altitude z, it
should be compensated by the internal pressure. For this purpose, the envelope is equipped with two air filled
ballonets, namely the fore and the aft ballonets located inside the hull. The volume occupied by the inner gas and the
ballonets represents the inner volume of the airship’s hull envelope and is nearly constant. By filling the ballonets
with the air, they displace the volume of the inner gas, increasing the total pressure of the gas in the envelope. In
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general, the total mass of the airship can be expressed by

m ( z, t ) = mg + mBal ( z ) + mR + mF ( t ) + mP (6)

mg is the mass of the inner gas (Helium), mBal ( z ) is the total mass of air ballonets, mR represents the mass of all
internal components (skin, structures..), mF ( t ) the time varying fuel mass and finally mP the payload mass. The
mass of the helium m g can be considered as constant if leakage through the hull’s skin is insignificant. The mass of
all internal components can be derived by accounting all elements of the airship as a consolidation of point and
distributed masses. Each ballonet is modeled as a fixed point with variable mass. The volume of ballonets depends
on change of the atmospheric pressure gradient. At sea level, where the atmospheric level is high, the ballonet
volume has its maximum level and reduces with the increased altitude.

V. Dynamic Modeling
In this section, analytic expressions for the forces and moments on the dirigible are derived. There are in general
two approaches in deriving equations of motion. One is to apply Newton’s law and Euler’s law which can give some
physical insight through the derivation. The other one provides the linkage between the classical framework and the
Lagrangian or Hamiltonian framework. Newton-Euler approach is used in this paper. The dynamics model is
defined as the set of equations relying the situation of the vehicle in its position, velocity and acceleration to the
control vector. The forces and moments are referred to a system of body-fixed axes, centered at the airship nose. Let
the motion of the airship be described by its inertial velocityV a 6D vector including the inertial linear V and
V 
velocities. Let the surrounding air be described by an inertial wind velocity V = 
W
angular Ω W  . We start
Ω  W 
defining the wind coordinates vector as
ηW = ( xW φW θW ψ W )
T
yW zW
whose time derivative is related to the wind velocity
ηɺW = RVW (7)
= V − VW . Some geometrical and kinematical relations are first
The airship has thus a relative air velocity Va

( )
  
given, G being the center of gravity: OG = ON + NG where NG = xg 0 z g Both velocities are

( )
 
related via the cross product matrix Sk NG skew matrix associated to the vector NG :

( )
  
VG = VN − Sk NG Ω (8)
The Euler-Lagrange equations of motion may be given by the following relations
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 Translational motion
 dP dPd
∑ ext = dtd
F =
dt
+ Ω × Pd (9)
R0 R

Fext is the generalized force vector, with

( ( ) )
  
Pd = mVG = m VN − Sk NG Ω (10)
Rotational motion
 dΠ N  dΠ N 
∑M ext =
dt
+ VN × Pd =
dt
+ Ω × Π N + VN × Pd (11)
R0 R

with

( )
     
Π N = Π G + NG × mVG = I G Ω + NG × mVG = I N Ω + mSk NG VN (12)
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Where Π N , ΠG are the kinetic moments computed respectively at the points N and G.
From Koenig theorem, the inertia operator in N is calculated as:

( )
 
I N = I G + mNG × Ω × NG (13)
Thus, these forces and torques equations may be written as:

( ) ( ) ( )
     
∑F ext = mVɺ N / R − mSk NG Ω ɺ + mɺ V − mSk
/R N/R
ɺ NG Ω / R + mΩ × VN / R − mΩ × Sk NG Ω / R (14)
And
 
( ) ( ) ( )
    
∑ Next N / R
M = I ɺ + mSk NG V
Ω ɺ
N / R + I N Ω / R + mSk NG VN / R + Ω × I N Ω + Ω × mSk NG VN +
ɺ ɺ
(15)
( )
   
+ VN × mVN − VN × mSk NG Ω
The total kinetic energy W of the mechanical system is defined as
   
1  VG  PD  1  VN   VN 
W =    =   M d   (16)
2  Ω  Π  2  Ω  Ω
( )  or

 mI 3*3 − mSk NG
With M d =
( )
  
mSk NG IN
 
 m 0 0 0 mz g 0 
 
 0 m 0 − mz g 0 mxg 
 
0 0 m 0 − mxg 0 
Md =
 0 − mz g 0 Ix 0 − I xz 
 
 mz g 0 − mxg 0 Iy 0 
 0 mxg 0 − I xz 0 I z 

The whole vehicle still has the symmetry about the XZ plane. The dimensions of the MC500 airship are given in fig.
7.

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American Institute of Aeronautics and Astronautics
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Figure 7 : MC 500 Dimensions

The equations of motion are presented in the general form of 6 dimensional vector.
ɺ  
V  V ɺ V
M d   = −Td   + M d   + Text (17)
Ωɺ
  Ω Ω
Where the Coriolis and centrifugal tensor are given by:
( )

 Ω × mV − Ω × mSk NG Ω 
 
V
Td   =   (18)
( ) ( )
   
   Ω × I N Ω + V × mV + Ω × mSk NG V − V × mSk NG Ω 
Ω
 
and
 
 Faero   Fgravity   Flift 
Text =   +    +    + Tpropulsion (19)
 M aero   M gravity   M lift 

Estimation of the added mass matrix

When the airship moves, the air close to its body is moved. Contrary to the other aerial vehicles, the mass of
displaced air is close to those of the airship and consequently cannot be neglected. The displaced air mass is known
as added mass or virtual mass. The added mass matrix A is, in general, an extra-diagonal matrix. The inertial effects
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American Institute of Aeronautics and Astronautics
 of this added mass constitute the first component of the aerodynamic tensor. An other part of the aerodynamic forces
is coming from the translation-rotation and rotation-rotation coupling motions and can be assimilated to Coriolis
centrifuge effects associated to the added mass and can also be represented as an damping effect representation. Due
to the importance of the added mass, in the case of the airship, this tensor must be included. In addition, a pure
translation depending aerodynamic tensor is considered. This phenomenon comes from the forces and moment
coming from the distribution of the pressure around the airship body and also the friction forces due to the viscosity
of the air. The added mass matrix of a rigid body airship includes the contributions of both the hull and the fins,
M Arigid = M AH + M AF (20)
In practice, a simple approach to obtain the added mass and moments of inertia of the hull is to approximate the
hull as 9 foils. Fig. 8 presents the central one and Fig. 9 the smallest one. All lengths are indicated in m.
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Figure 8 : Central Foil

Two ellipsoid of revolution are used to approximate each foil.

Figure 9: Smallest foil

All the off-diagonal terms in the added mass matrix of each pair of foil are zero and the diagonal terms are given
by at the center of volume:
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 X uɺ = k1m ' Yvɺ = Z wɺ = k2 m ' L pɺ = 0 M qɺ = N rɺ = k3 I ' (21)
Where m’ is the mass of air displaced, I’ is the moment of inertia of the displaced air, the added mass factors are
functions of the mass fineness ratio L where L is the length of the foil and F is its maximum diameter.
D
The added mass and moment of inertia of the fins can be computed by integrating the 2D added mass of the
cross section over the fin region. The contribution of the fins to these 2D added mass terms can be written as
2
 R2  2
mF ,22 = mF ,33 = ρπ  b −  mF ,44 = k 44 ρ b 4 where R is the hull cross sectional radius and b is the fin semi
 b  π
span. The factor k44 is a function of R . The non-zero elements in the added mass matrix of the fins are obtained
b
from the following integrals:
xFE xFE

mF ,22 = mF ,33 = η f ∫ mF ,22 dx mF ,35 = −η f ∫m F ,22 xdx = −mF ,26 (22)

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xFS xFS
xFE xFE

mF ,44 = η f ∫m F ,44 dx mF ,55 = mF ,66 = η f ∫m F ,44 x 2 dx (23)

xFS xFS

Where xFS , xFE are respectively the x coordinates of the start and end positions of the fins. An efficiency factor
η f is included to account for 3D effects.
The total inertia tensor is thus given by:
M = Md + Madded
(24)
For a system with added masses, the term V × MV is different from zero. The terms V × MV , Ω × MV and
Ω × MΩ show the centrifugal and Coriolis components.

Gravity and lift

The gravitational force vector is given by the difference between the airship weight mg (acting at the center of
gravity G) and the lift force B (acting upwards on the center of lift) and the gravitational and buoyant moments are
given by:
 ( mg − B ) sθ   − z g mg c θ s φ 
   
Fgravity + Flift =  − ( mg − B ) cθ .sφ     
M gravity + M lift =  − ( xg mg − xc B ) c θ c φ − z g mg s θ 
 − ( mg − B ) cθ .cφ   
  
 − ( xg mb − xc B ) cθ sφ 
 (25)
____
where BG = ( xb yb z b ) represents the position of the centre of lift with respect to the body fixed frame. In
aerostatics hovering, the airship stability is mainly affected by its centre of lift in relation to the centre of gravity.
The airship’s centre of gravity can be adjusted to obtain either stable, neutral or unstable conditions. Putting all
weight on the top would create a highly unstable airship with a tendency to roll over in a stable position. In
aerodynamics flight, stability can be affected by fins and the general layout of the envelope. Control inertia can be
affected by weight distribution, dynamic stability and control power available.

Propulsion
In order to estimate the performance of this quad-rotor airship, it is necessary to estimate the cruise drag
coefficient and propulsive efficiency. In general, the thruster force and moment vector will be a complicated
function depending on the vehicle linear and angular velocity and the control variables. However, under some
assumptions, a simple form can be proposed.

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American Institute of Aeronautics and Astronautics
  X prop 
    K prop   ℓ ( f2 − f4 ) 
 Y  = RU    
ℓ ( f1 − f 3 )
prop
Z   M prop  =   (26)
 prop  N   ℓk ( f − f + f − f ) 
      prop   1 2 3 4 
U = f1 + f2 + f3 + f4
 
fi = kiωi2 z
ki > 0 is a given constant and ωi is the angular speed resulting from motor I, ℓ is the distance from the nose N to
the ith rotor centre and ki is the actuator torque coefficient.

VI. Conclusion
The preliminary results of design and modeling of a new airship are presented in this paper. Kinematics and
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dynamics are discussed using Newton-Euler approach. Here, motion is referenced to a system of orthogonal body
axes fixed in the airship, with the origin assumed to coincide with the nose. The equations of motion are derived
from the Newton-Euler approach. The aerodynamics characterization is the subject of present research.
After establishing the equations of motion of airships, some questions arise:
- What are the handling qualities of this airship?
- What are their controllability and stabilizability properties?
- How can trim trajectories be generated for different flight operating modes?
- How can closed loop control systems be solved?
The control characteristics of the vehicle have to be evaluated by considering specific tasks such as ability to
maneuver from hover, ability to accelerate into a heavy wind or cross wind, and ability to hover a point on the
ground in a variable, shifting wind. Thus, the control power characteristics of the vehicle with or without payload
are to be determined by considering the proposed control concepts.

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American Institute of Aeronautics and Astronautics

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