From aa03b369272ec6d5b47600b72f8c673848f0860a Mon Sep 17 00:00:00 2001
From: Joshua Drake <joshua.ellis.drake@gmail.com>
Date: Fri, 1 Nov 2024 17:02:39 -0500
Subject: Commit ahead of weekly meeting.

---
 methodology.tex | 74 ++++++++++++++++++++++++++++++++++++++++++++++++++-------
 1 file changed, 65 insertions(+), 9 deletions(-)

(limited to 'methodology.tex')

diff --git a/methodology.tex b/methodology.tex
index a55ff00..3dd9479 100644
--- a/methodology.tex
+++ b/methodology.tex
@@ -7,6 +7,29 @@
 
 \section{General Aircraft System}
 \section{Configuration One}
+\begin{table}[!h]
+  \centering
+    \begin{tabular}{|c c c|}
+	\hline
+	    Component& Specification& Serial Number\\
+    \hline
+	    Generator&50-kW, 27-kV,120-V Max&15412015470\\
+	    Rectifier 3$\times$& 500-A, 1600-V&MDS400A1600V\\
+	    Main Battery 2$\times$&LiPo, 17000-mAh, 14S, 15C, 880.6-Wh&MA-17000-14s-Lipo-Pack\\
+	    Engine Battery&24-V Lead Acid&\\
+	    Contactor 2$\times$&500-A, 900-VDC, 24-VDC Coil&LEV200A5ANA\\
+	    Pre-Charge Resistor& 100-$\Omega$&\\
+	    Crowbar Resistor&10-$\Omega$ 1500-W Continuous&279-TE1500B10RJ\\
+	    Main Wire&6AWG Silicone Jacket Wire, 200$^\circ$C, tinned&SW6A3200008F25C2\\
+	    Battery/ESC Connector&500-A Max, 200$^\circ$C&QS10-S\\
+	    Phase Connectors&10-mm Bullet Connectors&B00CDAPJ74\\
+	    ESC 2$\times$&Flier 120-V, 500A&F-500S-A\\
+	    Wing Mounted Motor 2$\times$&50-kW, 36-kV, 120-V Max&15412015470\\
+	    Wing Mounted Propeller 2$\times$&2 Blade CF, 0.7-kg, 50$\times$12-in, 77-lbf&\\
+    \hline
+    \end{tabular}
+  \caption{\label{tab:1components}Configuration One Power System Components}
+\end{table}
   \subsection{Data Acquisition}
   The turboprop engine control unit
 (ECU) connects to a laptop-based program. This program outputs
@@ -15,21 +38,38 @@ Unfortunately, the controller area network bus protocol used by the
 engine is proprietary and the manufacturer did not provide software
 to record data directly. Thus, all engine data was recorded from
 video capture of real-time graphical read-out, and figures were
-created during postprocessing.
+created during postprocessing. \textbf{Include PBS CAN Table!!!!}
 The main data acquisition system consists of three Arduino
 Megas. Two of the microcontrollers were utilized to record most of
 the sensor inputs. The third Arduino only measures voltage and was
-located inside the aircraft with the pilot. The two main boards utilize
-the printed circuit boards detailed in Fig. 9. The board was designed
+located inside the aircraft with the pilot. The two main boards interface
+with printed circuit boards serve to isolate the controllers from the high voltage
+of the system and filter noise. The board was designed
 to accommodate the numerous sensors present on the aircraft,
 though this paper will focus on the power data because most of the
 recorded data was thermistor data and not particularly interesting.
 All the specifics of the relevant DAQ components are listed in
-Table 2.
+Table \ref{tab:1acquisition}.
+\begin{table}[!h]
+  \centering
+    \begin{tabular}{|c c c|}
+	\hline
+	    Component& Specification& Serial Number\\
+    \hline
+	    DAQ 3$\times$&Arduino Mega&A000067\\
+	    Current Sensor& 500-A, 2\%&LEM DHAB S-124\\
+	    Current Sensor 2$\times$&750-A, 2\%&LEM DHAB S-133\\
+	    Voltage Sensor&Arduino Mega ADC, 10-bit&A000067\\
+	    ESC Controller&Variable PWM Output&B09TW3CY87\\
+	    Microphone 3$\times$& Dual Omnidirectional Microphones&DR-05V2\\
+    \hline
+    \end{tabular}
+  \caption{\label{tab:1acquisition}Configuration One Data Acquisition Components}
+\end{table}
 The locations of the hall effect current sensors can be seen in the
-main electrical system diagram shown in Fig. 5. The aircraft testbed
+main electrical system diagram shown in \textbf{REDO Diagram!!!}. The aircraft testbed
 consists of 2 LEM DHAB S-133 current sensors that can read up to
-750-A and are accurate to within 2% of the actual value. They are
+750-A and are accurate to within 2\% of the actual value. They are
 located after the generator and before the crowbar circuit. A third
 DHAB S-124 current sensor was also used before the battery, and it
 can read up to 500-A accurately. This sensor is slightly more
@@ -46,12 +86,28 @@ This scaled range was then read by the analog port on an Arduino.
 For the voltage sensor, a separate dedicated Arduino was used to
 allow for an increased response rate and ease of electrical isolation.
   \subsection{Experimental Procedure}
+\begin{table}[!h]
+  \centering
+    \begin{tabular}{|c c|}
+	\hline
+	    ESC Throttle& Turboprop Throttle\\
+    \hline
+	    Off& Step 0\\
+	    Low& Step 1\\
+	    Medium& Step 2\\
+	    High& Step 3\\
+	    Medium& Step 4\\
+	    Low& Step 5\\
+    \hline
+    \end{tabular}
+  \caption{\label{tab:1testmatrix}Configuration One Test Matrix}
+\end{table}
   Before hybrid-power testing
 commenced, the system went through a series of preliminary tests to
 reduce the technical risk of a full hybrid-power system test. These
 tests were important for informing the test matrix design. First, the
 turboprop engine was tested to ensure the engine was operating
-nominally, before adding the generator [18]. Next, a check run was
+nominally, before adding the generator \cite{melvincessna}. Next, a check run was
 performed using only the batteries, ensuring the power system and
 electric motors worked properly. The test confirmed that the data
 acquisition system and electric motors worked correctly. Before full
@@ -86,7 +142,7 @@ generator spins freely. This amounts to an all-electric configuration
 in practice if the generator is outputting below the battery voltage.
 The output voltage of the generator is around 111.1-V at the
 maximum power turbine shaft speed. The minimum battery voltage
-that was deemed safe is around 20% of the useful capacity.
+that was deemed safe is around 20\% of the useful capacity.
 This meant that the cell voltage of the batteries was brought down
 to 3.81-V per cell. This brought the 28S battery to a total of 106.7-V,
 which meant that the generator would only be operating slightly
@@ -108,7 +164,7 @@ which lead to a maximum difference of 4.3-V, which is well below
 7-V. In practice, because the maximum RPM is not normally
 achieved under normal operation and there is a voltage drop across
 the rectifier the full 111.1-V, generator output will not be achieved.
-The test matrix in Table 3 was designed to operate at the full
+The test matrix in Table \ref{tab:1testmatrix} was designed to operate at the full
 turboprop throttle position. The test procedure was developed to
 capture steady and transient data. The engine would be brought up to
 idle and then brought to full throttle. The low ESC throttle value was
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