Abstract:
Systems and methods for anti-collision lights on a UAV. A method for passive anti-collision lights on a Micro-Aerial Vehicle (“MAV”) including determining a location of the MAV using a flight management computer configured to fly the MAV on a programmed path using data from a global positioning system and an inertial navigation system. The flight management system transmits light activation data and selectively activates at least one navigation light located on a visible surface of the MAV using the light activation data from the flight management computer.

Description:
GOVERNMENT INTEREST 
     The invention described herein was made in the performance of work under U.S. Government Contract No. W56HZV-05-C-0724. The Government may have rights to portions of this invention. 
    
    
     BACKGROUND OF THE INVENTION 
     Aircraft navigation lights are generally located with a red navigation light on the left wingtip leading edge, a green light on the right wingtip leading edge and a white navigation light is as far aft as possible on the tail or each wing tip. High-intensity strobe lights are located on the aircraft to aid in collision avoidance. Navigation lights in civil aviation are required to be operational and to be turned on from sunset to sunrise. High-intensity white strobe lights are part of the anti-collision light system, as well as the aviation red or white rotating beacon. The anti-collision light system (either strobe lights or rotating beacon) is required to be operational and to be turned on for all operating airplanes. 
     An unmanned, aerial vehicle (UAV), sometimes called an “unmanned, air-reconnaissance vehicle,” is an unpiloted aircraft. UAVs can be remote controlled or fly autonomously based on pre-programmed flight plans or more complex dynamic automation systems. UAVs are currently used in a number of military roles, including reconnaissance operations. 
     The Micro-Aerial Vehicle (MAV) is designed as a ducted fan unmanned air vehicle, and flies like a helicopter (Vertical Take Off and Landing), using a fan that draws in air through a duct to provide lift. The MAV&#39;s fan is enclosed in the duct and is generally driven by a gasoline or heavy fuel (kerosene based) engine. The MAV is controlled using Honeywell&#39;s® micro-electrical mechanical systems (MEMS) electronic sensor technology. The MAV currently has no dihedrals and, therefore, it is challenging to visually observe and determine which direction a MAV is flying in order to avoid collisions. 
     Currently there are no requirements for navigation lights for UAVs or MAVs. UAVs are generally large enough to have lights and/or a collision avoidance system. However, as the airspace begins to fill up, when UAV technology is used less for military operations and more for day-to-day police, fire and even news operations there will be an increasing need to avoid collisions. A MAV by necessity is very small and very lightweight for man portability. 
     SUMMARY OF THE INVENTION 
     Anti-collision lighting systems and methods for a MAV” are disclosed herein. A method for passive anti-collision lights on a MAV including determining a location of the MAV using a flight management computer configured to fly the MAV on a programmed path using data from a global positioning system and an inertial navigation system is disclosed herein. The flight management system transmits light activation data and selectively activates at least one navigation light located on a visible surface of the MAV using the light activation data from the flight management computer. 
     A system for passive anti-collision lights on a MAV includes a flight management computer located on the MAV and configured to fly the MAV on a programmed path using data from a global positioning system and an inertial navigation system and configured to transmit light activation data; and at least one navigation light located on a visible surface of the MAV and configured to receive light activation data from the flight management computer. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The preferred and alternative embodiments of the present invention are described in detail below with reference to the following drawings: 
         FIG. 1  shows a lighting system for a MAV in one embodiment; 
         FIGS. 2-1  and  2 - 2  are views of a ducted fan powered MAV; 
         FIG. 3  shows a top view of the MAV, with a four-light configuration; and 
       FIGS.  4 - 1 - 4 - 11  show a series of possible placements of lights on a MAV. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Systems and methods for anti-collision lights on a UAV are disclosed herein. Currently there are no requirements for navigation/anti-collision lights on a UAV, however, because most UAV&#39;s are generally shaped like an airplane, at least during daylight operations the vehicle can be seen by other pilots and can be avoided. MAVs, and in particular ducted fan MAVs are not dihedral in shape, can be cylindrical or circular so there is no clear indication of front and back. In fact the airframe is not limited to moving in one direction. Therefore, as shown in one embodiment of the present invention, lightweight lights are used as a passive anti-collision system. More particularly, lights are used at the corners of the aircraft using similar lighting systems as are required for civilian aircraft. Further, in one embodiment of the present invention lights can be selectively altered depending on the direction of travel, the threat level, and the needs of the MAV. For example, each corner of the aerial vehicle may have red, green and white lights. Then depending on the direction of travel, white lights will be activated in the front and rear, green on the starboard and red on the port. By selectively altering the lights, the direction of travel of the MAV can be determined by another pilot or a user on the ground. 
       FIG. 1  shows a lighting system for a MAV  102  in one embodiment. The MAV  102  contains a flight management system  104 . The flight management system  104  generally includes or is in communication with an inertial navigation system  106  that communicates direction and altitude, a global positioning system  108  that communicates position information and a flight management computer  110 , that stores navigation information and coupled with the direction, altitude and current position provides flight commands to the flight management system  104  in order to fly the MAV  102 . The flight management computer  110  is also in communication (not shown) with a lighting controller  112  and sends light information containing what lights to activate based on direction of travel, altitude and current position. The lighting controller  112  selectively activates a series of lights  114  on the MAV. 
       FIGS. 2-1  and  2 - 2  show a ducted fan-powered MAV  200  having a main body  201 , according to one embodiment of the present invention. The MAV  200  contains all of the components as described in  FIG. 1 . The main body  201  operates as a fan cowling. The MAV  200  has the ability to vertically lift off and land using flexible legs  203  extending from the main body  201 . The MAV  200  contains a flight management system (not shown) and at least one light (not shown). As shown the MAV  200  has a top  202 , sides,  204  and a bottom  206 . Relative to a camera (not shown) but generally placed at a front  208 , the MAV  200  may or may not have a defined front  208  and a rear  210 . The sides  204  are connected at corners or high and low points. Alternatively the MAV can be cylindrical or circular without distinct sides or corners. As shown there is a front high  212 , and low points shown by a front low point  214  and the rear low point  216 . Anyone of these points (surfaces) may have a light device attached. The light device may include visible spectrum high lumen, light emitting diode (“LED”) or any other known surface mounted light device, and generally the lights are infrared, colored, and/or white. The lights also are configured to flash as necessary to follow navigation light rules. The lights further can be paired to include different types of lights, for example a colored light paired with an infrared light, such that when necessary the colored light is extinguished and an infrared light is activated. The activation of lights visible only to friendly operators are used to maximize avoidance detection in missions for covert military operations or commercial applications where discreet operation is required day or night. In yet another embodiment multiple lights can be paired such as white, red and green, then depending on the direction of travel, white lights will be activated in the front and rear, green on the right and red on the left. The lights are preferably controlled by the flight management system, in one embodiment using a series of waypoints, configured to transitionally operate in friend or foe conditions. 
       FIG. 3  shows a top view of a MAV  300 , with a four-light configuration. In the four-light configuration flashing lights are placed at a front  302  and a rear  306  of the MAV  300 , a green light is placed at a right corner  304  and a red light is placed at a left corner  308  of the MAV  300 . Alternatively the MAV can be cylindrical or circular without distinct sides or corners. Each light is configured to be viewed as shown by angles  303 ,  305 ,  307  and  309 . As shown, this configuration is maintained throughout flight operations no matter which direction the vehicle goes. For example if the corner  308  becomes the front then light  308  becomes white as well as the light  304  at the rear  302  becomes green as it is now the right and light  306  becomes red as it is now on the left. 
     FIGS.  4 - 1 - 4 - 11  show a series of placements of lights on a MAV  400 .  FIG. 4-1  shows a MAV  400  with a light  402  placed at the front and a light  404  placed at the rear of the MAV  400 . FIGS.  4 - 1 - 4 - 11  are shown as multiple embodiments of the invention and illustrate a non-exhaustive plurality of examples of potential light configurations. 
       FIG. 4-2  shows a MAV  400  with a light  406  placed on the top and a light  408  placed at the rear of the MAV  400 . 
       FIG. 4-3  shows a MAV  400  with a light  410  placed at the front of the MAV  400 . 
       FIG. 4-4  shows a MAV  400  with a light  412  placed on the top of the MAV  400 . 
       FIG. 4-5  shows a side view of a MAV  400  with a light  414  placed at the front and a light  416  placed at the rear of the MAV  400 . 
       FIG. 4-6  shows a side view of the MAV  400  with a light  418  on the top and a light  420  on the rear of the MAV  400 . 
       FIG. 4-7  shows a side view of the MAV  400  with a light  422  on the top and a light  424  on the bottom of the MAV  400 . 
       FIG. 4-8  shows a four-light configuration of lights on the MAV  400 , with lights  436  and  438  illuminated on the sides, and lights  440  and  442  deactivated for daytime usage. 
       FIG. 4-9  shows a four-light configuration of lights on the MAV  400 , with lights  444  and  448  illuminated on the sides, and lights  446  and  450  illuminated on the front and back. In this configuration the lights are preferably different colors, or are configured to flash in the front and back. 
       FIG. 4-10  shows a MAV  400  having lights  458 ,  460 ,  462 , and  466  on the sides and light  464  on the top. 
       FIG. 4-11  shows a MAV  400  having lights  468 ,  470  and  472  on the sides and rear and light  476  on the top. Other light arrangements are envisioned and the above shown light configuration should not be deemed as restrictive to the invention. For example, multiple light configurations, as well as different colors and lamp types, can be used as one embodiment of the invention. 
     While the preferred embodiment of the invention has been illustrated and described, as noted above, many changes can be made without departing from the spirit and scope of the invention. Accordingly, the scope of the invention is not limited by the disclosure of the preferred embodiment. Instead, the invention should be determined entirely by reference to the claims that follow.