Channel Projection-Based CCA Target Identification Method for an SSVEP-Based BCI System of Quadrotor Helicopter Control

The brain-computer interface (BCI) plays an important role in assisting patients with amyotrophic lateral sclerosis (ALS) to enable them to participate in communication and entertainment. In this study, a novel channel projection-based canonical correlation analysis (CP-CCA) target identification method for steady-state visual evoked potential- (SSVEP-) based BCI system was proposed. The single-channel electroencephalography (EEG) signals of multiple trials were recorded when the subject is under the same stimulus frequency. The CCAs between single-channel EEG signals of multiple trials and sine-cosine reference signals were obtained. Then, the optimal reference signal of each channel was utilized to estimate the test EEG signal. To validate the proposed method, we acquired the training dataset with two testing conditions including the optimal time window length and the number of the trial of training data. The offline experiments conducted a comparison of the proposed method with the traditional canonical correlation analysis (CCA) and power spectrum density analysis (PSDA) method using a 5-class SSVEP dataset that was recorded from 10 subjects. Based on the training dataset, the online 3D-helicopter control experiment was carried out. The offline experimental results showed that the proposed method outperformed the CCA and the PSDA methods in terms of classification accuracy and information transfer rate (ITR). Furthermore, the online experiments of 3-DOF helicopter control achieved an average accuracy of 87.94 ± 5.93% with an ITR of 21.07 ± 4.42 bit/min.

Analysis of combined passively and actively morphing blade root chord length and blade taper for helicopter control

Purpose The purpose of this study is to examine the effect of passive and active morphing of blade root chord length and blade taper on the control effort of the flight control system (FCS) of a helicopter. Design/methodology/approach Physics-based helicopter models, which are functions of passive and active morphing, are created and applied in helicopter FCS design to determine the control effort. Findings Helicopters, having both passively and actively morphing blade root chord length and blade taper, experience less control effort than the ones having either only passively morphing blade root chord length or only blade taper or only actively morphing blade root chord length and blade taper. Practical implications Both passively and actively morphing blade root chord length and blade taper can be implemented for more economical autonomous helicopter flights. Originality/value Main novelty of our article is simultaneous application of passive and active morphing ideas on helicopter root chord length and blade taper. It is also proved in this study that using both passive and active morphing ideas on helicopter blade root chord and blade taper causes much less energy consumption than using either only passive morphing idea on helicopter blade root chord and blade taper or only active morphing idea on helicopter blade root chord and blade taper. This also reduces fuel consumption and also makes environment cleaner.

The adverse cyclic and collective pitch effect in a rotor

Numerical simulations have been carried out for a 32.16-ft-diameter rotor in autorotational forward flight. Coupled flapping and rotational equations were solved using the transient simulation method (TSM) to ascertain the quasistatic torque equilibrium conditions. The Pitt/Peters inflow theory was adopted in the simulations, and an airfoil look-up table made by a compressible Navier-Stokes solver was used. The adverse cyclic and collective pitch inputs were introduced in a similar fashion to helicopter control in that the cyclic lever is pulled back and the collective lever is pushed down for increasing airspeeds. The simulation results showed that the longitudinal cyclic pitch input combined with a lowered collective pitch increases the rotating torque for a low shaft angle and an advance ratio greater than one, producing both high lift and a high lift-to-drag ratio. Upon introducing the adverse cyclic and collective pitch inputs, the control range broadened, and a torque equilibrium condition was detected at 414.7kt (700ft/s) of airspeed in the simulation.