Vision-model-based Real-time Localization of Unmanned Aerial Vehicle for Autonomous Structure Inspection under GPS-denied Environment

UAVs have been widely used in visual inspections of buildings, bridges and other structures. In either outdoor autonomous or semi-autonomous flights missions strong GPS signal is vital for UAV to locate its own positions. However, strong GPS signal is not always available, and it can degrade or fully loss underneath large structures or close to power lines, which can cause serious control issues or even UAV crashes. Such limitations highly restricted the applications of UAV as a routine inspection tool in various domains. In this paper a vision-model-based real-time self-positioning method is proposed to support autonomous aerial inspection without the need of GPS support. Compared to other localization methods that requires additional onboard sensors, the proposed method uses a single camera to continuously estimate the inflight poses of UAV. Each step of the proposed method is discussed in detail, and its performance is tested through an indoor test case.Comment: 8 pages, 5 figures, submitted to i3ce 201

Vortex-enhanced propulsion

It has been previously suggested that the generation of coherent vortical structures in the near-wake of a self-propelled vehicle can improve its propulsive efficiency by manipulating the local pressure field and entrainment kinematics. This paper investigates these unsteady mechanisms analytically and in experiments. A self-propelled underwater vehicle is designed with the capability to operate using either steady-jet propulsion or a pulsed-jet mode that features the roll-up of large-scale vortex rings in the near-wake. The flow field is characterized by using a combination of planar laser-induced fluorescence, laser Doppler velocimetry and digital particle-image velocimetry. These tools enable measurement of vortex dynamics and entrainment during propulsion. The concept of vortex added-mass is used to deduce the local pressure field at the jet exit as a function of the shape and motion of the forming vortex rings. The propulsive efficiency of the vehicle is computed with the aid of towing experiments to quantify hydrodynamic drag. Finally, the overall vehicle efficiency is determined by monitoring the electrical power consumed by the vehicle in steady and unsteady propulsion modes. This measurement identifies conditions under which the power required to create flow unsteadiness is offset by the improved vehicle efficiency. The experiments demonstrate that substantial increases in propulsive efficiency, over 50 % greater than the performance of the steady-jet mode, can be achieved by using vortex formation to manipulate the near-wake properties. At higher vehicle speeds, the enhanced performance is sufficient to offset the energy cost of generating flow unsteadiness. An analytical model explains this enhanced performance in terms of the vortex added-mass and entrainment. The results suggest a potential mechanism to further enhance the performance of existing engineered propulsion systems. In addition, the analytical methods described here can be extended to examine more complex propulsion systems such as those of swimming and flying animals, for whom vortex formation is inevitable

Underwater blast loading of partially submerged sandwich composite materials in relation to air blast loading response

The research presented in this paper focusses on the underwater blast resilience of a hybrid composite sandwich panel, consisting of both glass-fibre and carbon-fibre. The hybrid fibres were selected to optimise strength and stiffness during blast loading by promoting fibre interactions. In the blast experiment, the aim was to capture full-field panel deflection during large-scale underwater blast using high-speed 3D Digital Image Correlation (DIC). The composite sandwich panel was partially submerged and subjected to a 1 kg PE7 charge at 1 m stand-off. The charge was aligned with the centre of the panel at a depth of 275 mm and mimicked the effect of a near-field subsurface mine. The DIC deflection data shows that the horizontal cross-section of the panel deforms in a parabolic shape until excessive deflection causes core shear cracking. The panel then forms the commonly observed “bathtub” deformation shape. DIC data highlighted the expected differences in initial conditions compared to air-blast experiments, including the pre-strains caused by the mass of water (hydrostatic pressure). Furthermore, water depth was shown to significantly influence panel deflection, strain and hence damage sustained under these conditions. Panel deformations and damage after blast was progressively more severe in regions deeper underwater, as pressures were higher and decayed slower compared to regions near the free surface.An identical hybrid composite sandwich panel was subjected to air blast; one panel underwent two 8 kg PE7 charges in succession at 8 m stand-off. DIC was also implemented to record the panel deformations during air blast. The air and underwater blast tests represent two different regimes of blast loading: one far-field in air and one near-field underwater. The difference in deflection development, caused by the differing fluid mediums and stand-off distances, is apparent from the full-field results. During underwater blast the panel underwent peak pressure loading of approximately 52.6 MPa whilst during air blast the panel was subjected to 67.7 kPa followed by 68.9 kPa peak pressure loads in succession. The two experiments demonstrate the response of the same hybrid composite sandwich panel under two differing blast regimes.The post-blast damage and strength of the hybrid panels following air and underwater blasts were evaluated. Post-blast testing revealed that the underwater blast causes significantly more damage compared to air blast, particularly debonding between the skins and core. The air blast panel sustains no visible rear skin/core debonding, whereas 13 regions of rear-face debonds are identified on the underwater blast panel. Sustaining no front-skin breakage was advantageous for retaining a high proportion of the compressive modulus for this hybrid layup following underwater blast. Damage mechanisms were interrelated. Determining the most detrimental type is not straightforward in real explosive and non-idealised experiments, however debonding was understandably shown to be significant. A further study to isolate failure modes and improve in situ instrumentation is ongoing

Feasibility of remotely manipulated welding in space. A step in the development of novel joining technologies

In order to establish permanent human presence in space technologies of constructing and repairing space stations and other space structures must be developed. Most construction jobs are performed on earth and the fabricated modules will then be delivered to space by the Space Shuttle. Only limited final assembly jobs, which are primarily mechanical fastening, will be performed on site in space. Such fabrication plans, however, limit the designs of these structures, because each module must fit inside the transport vehicle and must withstand launching stresses which are considerably high. Large-scale utilization of space necessitates more extensive construction work on site. Furthermore, continuous operations of space stations and other structures require maintenance and repairs of structural components as well as of tools and equipment on these space structures. Metal joining technologies, and especially high-quality welding, in space need developing

Failure Investigation and Restoration of Two Cellular Sheetpile Structures

The Trainer - Delco Tap - Mickleton 220-38 kilo-volt transmission lines are carried across the Delaware River by two 332-foot high steel latticed towers each founded on a man-made foundation island structure. Each island structure is comprised of four interconnected cellular sheetpile structures. One island, suffered a severe partial failure due to long-term scour in the Delaware River, near Chester, Pennsylvania. The other island exhibited early symptoms of potential failure, also due to scour. The client was the Philadelphia Electric Company, now known as PECO, acting on behalf of the owner, the Atlantic Electric Company (AECO). The author served as project manager and principal investigator for AECOM (formerly Earth Tech, formerly TAMS). The paper describes the failure investigation, including the structures before and after failure, the original installation (1959-1960), the condition survey of each island, condition of the failed sheetpiles, divers’ findings of an underwater survey, hydrographic studies, scour and loss of sheetpile embedment. Also described are the subsurface investigation, soils laboratory testing, the soil/rock profile, the probable cause(s) of failure, the sequence comprising the failure mechanism, metallurgical findings, circumferential stress analysis and brittle failure of the sheetpile panels outside the interlocks. Remedial measures are described and the design and construction of the selected restoration/stabilization solution via a crushed stone buttress is presented. The author established the construction sequence and provided technical liaison to PECO during the underwater staged construction, which included geo-instrumentation and hydrographic monitoring of an 80,000 cubic yard crushed stone and riprap protected circumferential stabilizing buttress, over 50 ft high, placed around the failed island in the Delaware River. The failure investigation, the design and the restorative construction occurred during 1991-1994, yet the lessons learned from this case history are as aptly important today