Guidance deviation derivation from high assurance hybrid position solution system and method

A system and method operate to leverage high assurance positioning systems to determine a hybrid deviation from an expected position, altitude, and path to generate a lateral and vertical signal indicating deviation from a desired position. As a filtered or alternative to conventional precision landing systems, the hybrid positioning system receives sensor data from a plurality of sensors and compares the received sensor data to known values to determine a deviation of position and trajectory. Extending the capability of existing auto-land systems, relative-to-runway sensors and/or filtered high assurance hybrid solutions are employed as an alternative to conventional precision landing systems. The sensors provide position data that is compared to an expected position and path to provide deviations in lateral, vertical, and speed augmenting traditional RF-based systems. The result includes a system capability for all weather landing leveraging traditional flight control systems to extend capabilities at all airports.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is related to the following co pending U.S. Patent Applications:

U.S. patent application Ser. No. 16/288,531 filed Feb. 28, 2019 entitled “Design and Processing of Multispectral Sensors for Autonomous Flight”, and

the contents of which above-named U. S. Patent Applications are herein incorporated by reference in their entirety.

BACKGROUND

Most large commercial airfields maintain a precision landing system able to transmit precise positioning data to an aircrew and a Flight Management System (FMS) to enable an aircraft to accurately navigate to safe landing in all-weather conditions. Also, most commercial aircraft maintain hardware and avionics to enable the aircraft to receive and process signals from such precision landing systems. For example, an Instrument Landing System (ILS) may provide very precise glide slope and localizer information receivable by an aircraft. The aircraft may be capable of displaying this information (raw data) to a pilot as well as supplying the data to the FMS. Some advanced aircraft may maintain a capability to couple an autopilot to the FMS commanding the autopilot to correct for deviations in each received parameter (e.g., glideslope and azimuth) to safely navigate the aircraft to the runway.

Coupled with traditional autopilot capabilities, the advanced aircraft may accurately fly in a coupled mode through the descent, approach, landing, and rollout all based on received RF signals from the ground-based ILS transmitter and measured internal aircraft parameters (speed, pitch, and power).

Maintenance of an ILS system at an airfield may be expensive and cumbersome. In addition, some desirable airports do not possess the hardware required for transmission of precision ILS signals usable by arriving and departing aircraft. Low ceiling and visibility conditions may prohibit any aircraft from landing in these situations. No matter how advanced the aircraft, if the weather conditions (ceiling and visibility) are below a specific minimum value, no aircraft may legally land in certain conditions or locations.

Therefore, a need remains for a system and related method for offering hybrid precise positioning data and guidance deviation derivation and correction based on data received from a combined suite of sensors enabling the advanced aircraft to operate at any airport despite the weather conditions.

SUMMARY

In one aspect, embodiments of the inventive concepts disclosed herein are directed to a hybrid positioning and guidance system. The system may comprise a sensor suite onboard an aircraft, the sensor suite including a vision system (VS), a radio frequency (RF) radio detection and ranging (RADAR) system, a laser imaging detection and ranging (LIDAR) system, a map database, and an avionics suite. In addition to the sensor suite, the system may comprise an object identification and positioning system associated with the sensor suite including a processor and a storage and an autopilot associated with each of the aircraft and the object identification and positioning system.

In operation, the object identification and positioning system may function to receive sensor data from a sensor of the sensor suite, the sensor data including attributes of a sensed object and store the received sensor data in an onboard database within the storage, the onboard database including historical object data. The object identification and positioning system may also compare the received sensor data to the historical object data and therefore, identify the sensed object based on the comparison.

To update the database, the object identification and positioning system may determine if the attribute of the sensed object is in the onboard database and operate to update the onboard database with the attribute of the sensed object if the attribute is not within the historical object data.

In positioning, the object identification and positioning system may determine a relative aircraft hybrid position (AHP), the relative AHP relative to a target object and also determine an absolute AHP, the absolute AHP relative to a datum. Also, the object identification and positioning system may determine an aircraft trajectory based on the absolute AHP over time.

To determine a deviation from an assigned position and trajectory, the object identification and positioning system may compare the relative AHP and the absolute AHP to a desired position and determine a deviation between 1) the absolute AHP and the desired position, 2) the aircraft trajectory and a desired trajectory, and 3) the relative AHP and the target object. To correct the deviation, the object identification and positioning system may determine a correction to reduce the deviation and command the autopilot to perform the correction.

In a further aspect, a method for guidance deviation derivation from high assurance hybrid positioning may comprise receiving sensor data from a sensor of a sensor suite, the sensor data including an attribute of a sensed object and storing the received sensor data in an onboard database, the onboard database including historical object data. The method may continue with comparing the received sensor data to the historical object data and identifying the sensed object based on the comparison.

The method may continue with determining if the attribute of the sensed object is in the onboard database and updating the onboard database with the attribute of the sensed object if the attribute of the sensed object is not within the historical object data.

In positioning, the method may continue with determining a relative aircraft hybrid position (AHP) and an absolute AHP, the relative AHP relative to a target object, the absolute AHP relative to a datum, the absolute AHP including a three-dimensional coordinate plus time and then comparing the relative AHP and the absolute AHP to a desired position. In one embodiment, the method may also operate in determining an aircraft trajectory based on the absolute AHP over time.

For deviation derivation, the method may determine a deviation between one of 1) the absolute AHP and the desired position, 2) the aircraft trajectory and a desired trajectory, and 3) the relative AHP and the target object. To correct, the method may include determining a correction to reduce the deviation and commanding an autopilot to perform the correction.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not necessarily restrictive of the inventive concepts as claimed. The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the inventive concepts and together with the general description, serve to explain the principles of the inventive concepts disclosed herein.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Overview

Broadly, embodiments of the inventive concepts disclosed herein are directed to a system and related method operate to leverage high assurance positioning systems to determine a deviation from an expected position, altitude, and path in a hybrid fashion to generate a lateral and vertical signal indicating deviation from a desired position (e.g., ILS). As a filtered or alternative to conventional precision landing systems, the hybrid positioning system receives sensor data from a plurality of sensors and compares the received sensor data to known or expected values to determine a deviation of position and trajectory. To extend the capability of existing auto-land systems (including full-autonomous operations), relative-to-runway sensors and/or filtered hybrid solutions of sufficient assurance are employed as an alternative to conventional precision landing systems. The sensors provide position data that is compared to an expected position and path (e.g., glideslope, flare, rollout, etc.) to provide deviations in lateral, vertical, and speed to augment traditional RF-based systems. The result includes a system capability for all weather landing leveraging traditional flight control systems to extend capabilities at all airports.

FIG.1VFR Human Pilot

Referring now toFIG. 1, a flowchart for a basic human pilot action in accordance with an embodiment of the inventive concepts disclosed herein is shown. Basic human pilot action100may generally include a human pilot110reaction to visual cues and manipulating aircraft flight controls126as the pilot desires. The visual cues may refer to an aircraft forward view150providing photons152to the eyes of the human pilot110. The human pilot110may then interpret the visual cues and provide manual actions112to a stick and rudder to manipulate the aircraft flight controls126. Here, flight controls126may include ailerons or other rolling devices, elevators or additional pitch devices, rudders or other yaw controls, and power settings to control engine and aircraft speed.

Under visual flight rules (VFR), the human pilot110must be able to visually acquire an object (such as a runway) to maneuver the aircraft relative to the object (e.g., landing). In addition to visual cues, the human pilot110may rely on avionics sensors to cockpit flight instruments140to aid in safe aircraft operation. Such sensors may offer the human pilot110a plurality of data such as airspeed, altitude and heading to aid the human pilot110in aircraft operation. Avionics sensors140may provide position information, trajectory information, aircraft configuration, and aircraft status, bolstered by a plurality of additional data offered to the human pilot110to aid in aircraft operation. The VFR human pilot110may, however, be limited to fair weather operation and be unable to legally and safely operate in all weather conditions.

Referring now toFIG. 2, a flowchart for a coupled aircraft architecture in accordance with an embodiment of the inventive concepts disclosed herein is shown. A coupled aircraft system200may offer all weather capabilities to an aircraft. As before in the VFR scenario, the coupled aircraft system200may receive similar avionics sensor data140including the listed items of position, trajectory, configuration and status. Here, an FMS210may receive these inputs and determine deviations from commanded parameters to current parameters and determine a correction to reduce the deviation. The FMS210may then command the autopilot124to apply those corrections to the aircraft flight controls126to enable accurate aircraft trajectory.

In all situations within this architecture, the human pilot110may intervene and remove the FMS210from the command flow. The human pilot110may take over manually and manipulate the aircraft flight controls126to control the aircraft trajectory.

FIG.3Object ID System

Referring now toFIG. 3, a flowchart for a high assurance hybrid positioning system onboard an aircraft exemplary of an embodiment of the inventive concepts disclosed herein is shown. A high assurance hybrid positioning system300for determining an aircraft hybrid position (AHP) may offer an operator a plurality of options for positioning and navigation. Here, an object identification and positioning system310is introduced which may function to at least 1) receive inputs from a plurality of sensors, 2) determine a high assurance hybrid positioning solution from which it may also 3) derive a guidance deviation and 4) command the autopilot124to reduce the guidance deviation. The object identification and positioning system310may employ an exemplary Kalman Fusion and Rejection filter to fuse each set of sensor data and provide a hierarchy of sensor data sets from which to derive the AHP.

The plurality of sensors may include a sensor suite122onboard the aircraft120providing avionics sensor data140from an avionics suite320, a video stream from a vision system330, relative 3D map data from a radio frequency (RF) radio detection and ranging (RADAR) system340and a laser imaging detection and ranging (LIDAR) system350, map data from a map system360.

In one embodiment of the inventive concepts disclosed herein, the sensor suite122may include a plurality of sensors configured for providing information to the object ID and positioning system150. An operator may select one or more sensors to accomplish a specific mission yet minimize size, weight, power and cost. Each sensor suite may span a large swath of the electromagnetic spectrum allowing atmospheric penetration in the relevant ranges of approximately 1 to 10 km. Sensors which may operate in the Visual Spectrum, from approximately 450 to 700 nm, in the Near-Infrared (NIR) spectrum of approximately 750 to 950 nm, in the Short-Wave Infrared (SWIR) spectrum operating approximately in the 1-2 μm spectral band and thermal infrared sensors operating in the 3 to 5 μm and 7 to 15 μm bands may fall within the scope of the inventive concepts disclosed herein.

These sensors may support frame rates of a minimum required of about 10 Hz and up to 400 Hz, or more. Other sensors may operate in the Radio-Frequency bands, from X to W band, from 10 GHz to 220 GHz and operate in pulsed or Frequency Modulated Continuous Wave (FMCW) RADAR mode, with frame update rates of a minimum of 10 Hz and up to 30 Hz or higher, potentially scanning a “region of interest” within the total field of view. Each of these sensors may provide “Enhanced Vision System” capabilities to a modern cockpit. Another type of “synthetic” image may be computer generated from an onboard a-priori database and is typically referred to as a “Synthetic Vision System (SVS)”. Each of these sources of positioning information may be combined into a “Combined Vision System (CVS)” which may present to a human pilot flying (onboard and remote), and to an autonomous aircraft pilotage system, an overall reliable and assured view of the operating environment in all visibility conditions.

In embodiments, sensor data may include an object attribute such as an object identification, a position of the object, an altitude of the object, and a relative bearing range altitude (BRA) of the object relative to the aircraft.

The AHP may be defined as one or more hybrid positions the object identification and positioning system310may determine. One AHP may be a relative AHP relative to a target object or an airborne position or target object in space to which the aircraft120is commanded. For example, one relative AHP may include an AHP relative to a runway or landing surface including an approach from a specific direction to avoid terrain or an obstacle. Another relative AHP may include a position relative to an airborne target object to which the aircraft may be assigned. For example, the aircraft120may be assigned an elevated 1000 ft in trail or level at 135 degrees aspect and 500 ft distant. One difference between a ground-based target object and an airborne target object may include altitude and velocity. Here, the object identification and positioning system310may receive the sensor data and correlate received data with an assigned target object to command the autopilot124to maneuver the aircraft120appropriately.

A target object may include any object to which or from which the operator of the aircraft120may desire navigation or positioning. Here, a target object may include a landing surface, a flight deck, an aircraft, and a target of interest.

Additionally, target objects may include a flight deck, an aircraft, a surface objective (stationary or in motion), and wherein the trajectory further includes a taxi segment, a takeoff segment, a departure procedure, a cruise course, a localizer course, a glide path, a weapons/package delivery profile, an arrival procedure, an initial approach segment, a final approach segment, and a landing segment.

For example, on a descent and approach to landing at a specific airfield, an arriving aircraft may receive clearance to fly a specific descent profile including position, time, altitude and speeds at specific points over the ground enroute to the airfield. An assigned arrival may be a published arrival and approach to the airfield or a received profile to perform a mission.

The trajectory may include a taxi segment, a takeoff segment, a departure procedure, a cruise course, a localizer course, a glide path, an arrival procedure, an initial approach segment, a final approach segment, a landing segment, an air traffic control (ATC) assigned procedure, and an internally generated or received flight path.

In one embodiment of the inventive concepts disclosed herein, the operator of the aircraft120may include not only the human pilot110, but also a remote operator and a commander of the autonomous aircraft issuing orders via data link.

An additional position the object identification and positioning system310may determine is an absolute AHP. The absolute AHP may be relative to a datum. The absolute AHP may include, inter alis, a position (e.g., latitude longitude), a trajectory, a time, an altitude Above Ground Altitude (AGL) and Mean Seal Level (MSL), an airspeed, a groundspeed, a vertical path, a vertical speed, and a rate of climb or descent. The datum may include a vertical geodetic reference datum (e.g., MSL, AGL) as well as a horizontal geodetic reference datum (e.g., latitude/longitude, grid coordinates).

In one embodiment of the inventive concepts disclosed herein, the object identification and positioning system310may include a processor and a storage. The processor may include instruction in compliance with the Kalman Filter and synthesis of the received sensor data. The storage may be functional to store a plurality of attributes associated with each object.

The object identification and positioning system310may be configured to receive sensor data from one or more sensors of the sensor suite where the sensor data may include the plurality of attributes associated with a sensed object. Here, a sensed object may be defined as any object within a field of view (FOV) of one of the sensors and able to be imaged and therefore measured by the sensor. Also, a sensed object may include a terrain object, a geographical object, a natural object, a man-made object, an airport prepared surface, and a landing surface. An attribute of the sensed object may include characteristics of the sensed object which may highlight the object to the specific sensor.

For example, an attribute of a sensed object may include an object three-dimensional position relative to the datum (e.g., latitude, longitude, MSL altitude), a visibly distinct difference from surrounding terrain (e.g., color texture, size, terrain flow), and a RADAR cross section (RCS). Additional factors which may describe an attribute include a specific map feature, a shape, a size, a reflectivity level, a frequency, a wavelength, a temperature, an emissivity, a bandwidth a radar cross section, and a color a reflectivity level, a radar cross section, and a frequency of RF radiation. Each sensor within the sensor suite122may sense a specific one or more attributes of an object and operate solely (positioning) or in concert (hybrid positioning) to assist the object identification and positioning system310in determining a precise position of the aircraft120.

For example, the vison system (VS)330may include a plurality of components and capabilities. One component of the VS330may include a Synthetic Vision System (SVS) configured to receive data from a database and provide attributes to the object ID and positioning system310for use in positioning. Another component of the VS330may include an Enhanced Vision System (EVS) including a camera sensor of a plurality of wavelengths and providing those camera sensed attributes to the object ID and positioning system310. Additionally contemplated herein, a Combined Vision System (CVS) may incorporate within the VS330to provide a synthesis of both database attributes with camera sensed attributes offered to the object ID and positioning system310for analysis and position determination.

The VS330may be capable of imaging a specific pattern of terrain such as a mountain range, a runway pattern, a river, or a river valley. One attribute of the terrain or runway object may be its distinct difference from surrounding terrain. Coupled with a terrain database within the object identification and positioning system310, the enhanced vison system330by itself may offer precise positioning ability to the aircraft120based on a single bearing and range from the known position of the known (historical attributes) object or a triangulation of bearings from two or more visibly sensed objects.

The RF RADAR340may operate solely as a positioning system as well, capable of BRA determination from a single known object or a BRA triangulation from two or more sensed objects. Also, the RF RADAR340may function to complement each of the other sensors within the sensor suite122. A RADAR significant object having a RADAR cross section (RCS) measurable by the RF RADAR340sensor may be one example of an object sensed by the RF RADAR340. Depending on RF RADAR340sensitivity, an object with a high RCS or low RCS may be desirable object to use as a hybrid positioning object.

For example, an electrical grid hub of converging towers and wires may be exceptionally visible to the RF RADAR340. Compared with historical positioning data within the object identification and positioning system310database, the object identification and positioning system310may determine the AHP based on BRA information as well as an aircraft trajectory and speed from position data over time. Sensed RADAR data compared with RCS attributes of historical objects within the terrain database in the object identification and positioning system310may offer precise triangulation positioning capabilities based solely on returns from the RF RADAR340or offering the object identification and positioning system310an AHP based on sensed data from one or more of the additional sensors within the sensor suite122.

The sensor suite may also employ the LIDAR system350to sense objects nearby the aircraft120. Transmitted laser energy from the aircraft120may produce a detailed snapshot of sensed objects within the FOV of the LIDAR360. As with the additional sensors, the LIDAR system350may supply relative #D map data to the object identification and positioning system310allowing the object identification and positioning system310to determine positioning information based on the sensed object BRA from the aircraft120. Combined with data from additional sensors, the object identification and positioning system310may determine the AHP base on the data received from the combined sensors.

Map system360may function to provide the object identification and positioning system310with detailed ground map data from an area near the aircraft120. Combined with inputs from onboard positioning systems, the object identification and positioning system310may receive the map data and correlate the map data with positioning data to determine the AHP.

For example, the map data may include an airport diagram including runways, taxiways, and buildings (hangars). The object identification and positioning system310may correlate the AHP with the map data to navigate the aircraft120to a position for possible landing on one of the runways. Further, during a taxi phase, the object identification and positioning system310may accurately navigate the aircraft120based on the AHP correlated with the airport diagram of the taxiways.

The avionics suite320may operate to provide the object identification and positioning system310with traditional avionics sensor data140allowing the object identification and positioning system310to correlate the avionics sensor data with the determined AHP. An inertial reference system (IRS) may function as traditional inertial systems to offer an accurate positioning information to the object identification and positioning system310.

A global positioning system (GPS) may offer similar likely more accurate positioning information to the object identification and positioning system310. Here, the term GPS may refer to all satellite-based positioning and timing systems. The generic term GPS is used here for descriptive purposes only and may not limit the use of additional satellite-based systems for the object identification and positioning system310to determine the AHP.

An ILS system may provide the object identification and positioning system310with accurate localizer and glideslope information relative to a desired runway. By itself, the ILS system has traditionally and accurately guided aircraft to runways. In association with the object identification and positioning system310, the ILS may offer accurate positioning information relative to the landing runway and increase the accuracy of the AHP.

In one embodiment of the inventive concepts disclosed herein, a Radio Altimeter (RA) system may operate similar to traditional manner offering precise altimetry within a threshold altitude AGL. For example, if the aircraft120is operating at or below an exemplary 2,000 ft AGL, the RA may offer range data from the aircraft120to the surface below. Especially during landing operations, the RA system may become a valuable source of AGL altitude information available to the object identification and positioning system310and the FMS210.

In some embodiments, a Very high frequency Omnidirectional Range (VOR) system may operate to complement the object identification and positioning system310since these are 1) ubiquitous throughout the world, of known position, and 3) RCS and LIDAR significant. With or without receiving an RF transmission from the VOR station, one of the additional sensors within the sensor suite122may sense the physical antenna of the VOR and offer a precise positioning BRA information to the object identification and positioning system310for determination of the AHP.

However, each of the avionics suite320systems may possess inherent limitations. A GPS signal may be jammed or unavailable. A glideslope portion or the entirety of an ILS system may be inoperative requiring alternate procedures. The VOR may lose power and be offline. Each of these limitations may require reliance on other positioning systems for the object identification and positioning system310to determine the AHP. Nevertheless, when operable, each of the avionics sensors320may offer valuable information to the object identification and positioning system310to complement the AHP.

In one embodiment of the inventive concepts disclosed herein, the object identification and positioning system310may store the received sensor data in an onboard database within the storage, the onboard database including historical object data. The historical object data may include specific attributes defining the object. For example, position, altitude, and size may be specific attributes defining an object. The object identification and positioning system310may compare the received sensor data to the historical object data and identify the sensed object based on the comparison. Should the object identification and positioning system310make a match between the sensed data and the historical data, the object identification and positioning system310may positively identify the object.

Of note, each individual sensor within the sensor suite122may offer more accurate sensor data at differing ranges and altitudes. For example, at an altitude of 45,000 ft MSL (FL450), the GPS may be the most accurate of the sensors while at 110 ft AGL, the VS may offer the most accurate set of data to the object ID and positioning system310. Acting in concert, the suite of sensors122may offer the hybrid positioning solution at all altitudes.

In one embodiment of the inventive concepts disclosed herein, the object identification and positioning system310may employ a hierarchy of data sets from which to fuse to determine the most accurate AHP for the specific phase of flight. The example above may illustrate the GPS being an accurate sensor from which to derive the AHP at higher altitudes. At lower altitudes, the object identification and positioning system310may alter the hierarchy of sensor data sets. For example, at 5,000 ft AGL, the RF RADAR340may offer accurate positioning data fused with GPS data to the object identification and positioning system310. At 1,000 ft AGL, the VS330fused with the RA may offer a most accurate set of data to the object identification and positioning system310.

The below table may illustrate one exemplary altitude-based and phase-based hierarchy of sensor ranked by the object identification and positioning system310:

Here, one sensor hierarchy may be altitude based while another may be mission, speed, and/or sensor fidelity based. Regardless of the basis for hierarchy, the object identification and positioning system310may identify which sensor may be the most accurate as well as which sensors are worthy of analysis. For example, at FL450, the RA may be nearly useless as range to the surface may be too distant for the RA to receive useable data.

Machine Learning

Should the object identification and positioning system310identify the sensed object and receive an additional attribute associated with the sensed object, the object identification and positioning system310may determine if the at least one attribute of the sensed object is in the onboard database. If not, the object identification and positioning system310may update the onboard database with the newly found attribute of the sensed object. In this manner, the object identification and positioning system310may update the onboard database to include the new attribute of the sensed object.

Further, should the object identification and positioning system310receive sensed information concerning an object not found within the onboard database, it may operate to store each attribute of the newly found object and increase the quality of the onboard database for future use. For example, should an old building add an additional floor increasing the height attribute of the building or add additional structure to an existing roof feature, the object identification and positioning system310may store these new attributes within the onboard database.

Moreover, the object identification and positioning system310may operate to share its updated database offboard the aircraft120(e.g., wirelessly) so additional systems on other aircraft may take advantage of the updated and increasingly accurate data.

The object identification and positioning system310may function to identify the sensed object based on the identification of the attributes of the object. In a comparison of historical attributes to sensed attributes, the object identification and positioning system310may operate to identify the sensed object. In addition, the object identification and positioning system310may compare the sensed attribute with the historical object data, the comparison including a percentage-based threshold match of a totality of object attributes. Here, a higher percentage of matching attributed may rise to an accurate identification of the sensed object while the object identification and positioning system310may set a threshold percentage below which the sensed object may be discarded in favor of a higher percentage match of object attributes.

In addition to AHP, the object identification and positioning system310may determine an aircraft trajectory based on the absolute or relative AHP over time. Based on a groundspeed (absolute) or closure velocity (relative), the object identification and positioning system310may determine a trajectory (e.g., velocity and direction) of the aircraft120relative to the datum (absolute) or relative to the target object (relative).

Further, object identification and positioning system310may compare the absolute AHP to a desired position and determine a deviation: 1) between the absolute AHP and the desired position, 2) between the aircraft trajectory and a desired trajectory, and 3) between the relative AHP and the target object. Here, the desired position may be an exemplary assigned position by ATC, an assigned published approach procedure, an assigned target object, an assigned checkpoint along a route, and the like. Also, the desired trajectory may include an exemplary run-in heading for weapons delivery, a localizer and glideslope, an assigned track to be maintained, a rate of climb, descent, or level, and the like. These differences may include a difference in three-dimensional space (e.g., latitude longitude altitude) and time (e.g. early or late) to enable the object identification and positioning system310to determine a correction to reduce the deviation and command the autopilot124to perform the correction.

For example, the correction may be to increase a rate of descent to return to an assigned glideslope or to turn to a different heading to resume the assigned track as winds may change. In embodiments, the magnitude of the correction commanded by the object identification and positioning system310may be directly proportional with the magnitude of the deviation. Once within a threshold distance from the target object, the object identification and positioning system310may command the autopilot124into an Autoland mode for very precise flare and rollout maneuvers.

In certain situations, an aircraft closing with a target object (e.g., within the touchdown zone of a runway), may be required to execute a go-around or missed approach maneuver. The maneuver may include a takeoff and go around (TOGA) mode of an FMS210. In this situation, the aircraft120may be commanded by the object identification and positioning system310to a trajectory which will increase the separation between the aircraft120and the target object.

For example, during an approach to a runway, the aircraft120is on short final and a truck enters the runway obstructing the landing area. ATC may command the aircraft120to execute a go around maneuver and the aircraft may internally select the TOGA mode of the flight. Here, the object identification and positioning system310may command the TOGA mode and command the autopilot124to fly a prescribed path, speed and altitude to separate from the obstructed runway.

As above, in a manned aircraft120, the human pilot110may intervene to manually fly the aircraft120as desired. Conversely, in an autonomous aircraft120, the object identification and positioning system310may command the flight path.

FIG.4Object ID with FMS

Referring now toFIG. 4, a flowchart for a high assurance hybrid positioning system with FMS exemplary of one embodiment of the inventive concepts disclosed herein is shown. A high assurance hybrid positioning system with FMS400may operate similarly to the system300however, some distinct differences may be present. An FMS210may be employed to receive position and trajectory information from the object identification and positioning system310.

Here, the object identification and positioning system310may generate the relative AHP along with trajectory data and provide offer the high assurance position solutions to the FMS210. The FMS may then correlate this information to its world-wide database and generate improved position accuracy to use while providing guidance information for the autopilot124and flight controls126. One advantage of the FMS system400is that the FMS210may already have all the data necessary to turn the relative AHP data from the sensor suite122into an absolute AHP and guidance outputs to support more complex (e.g., curved) approach and landing procedures.

FIG.5A5B Logic Flow

Referring now toFIGS. 5A and 5B, a flowchart for a high assurance hybrid positioning system with guidance deviation correction in accordance with one embodiment of the inventive concepts disclosed herein is shown. Logic flow for high assurance hybrid positioning system with machine learning500may include simplified steps to accomplish one goal of the systems ofFIGS. 3 and 4. Here, a step502may include receive sensor data as a nearly continuous process. The object identification and positioning system310may, at a step504, employ a phase of flight analysis to determine one or more follow on steps.

For example, the phase of flight analysis at step504may function to determine which sensors may be of greater value to the object identification and positioning system310in determining the AHP. Included as exemplary inputs in the phase of flight analysis504, may be altitude, mission, speed, and sensor fidelity. The altitude input may indicate where the aircraft is within a profile. For example, at 50 ft AGL and 100 knots groundspeed the aircraft may be assumed to be landing while at FL390 the aircraft may be in cruise and the object identification and positioning system310may determine an appropriate sensor data to use. A mission analysis may include what the aircraft is tasked to do. For example, a point to point profile may include a takeoff, cruise, and landing while a combat profile may include a takeoff, aerial refueling, ordinance delivery, and landing. A speed analysis may include relative closure with the target object as well as ground speed relative to the datum. Sensor fidelity analysis may include a determination of sensor effectiveness during weather or night operations. For example, the VS330may be less effective at night operations than during the daytime.

At a step506, the object identification and positioning system310may determine the sensor hierarchy base in part on the phase of flight analysis. Similar with the phase of flight analysis, the sensor hierarchy may determine a hierarchy of sensors from which the object identification and positioning system310may use sensor data to determine the most accurate AHP.

A step508may operate to store the sensor data within the onboard sensor database. As above, the sensor data may include data received from one or more sensors within the sensor suite122. A step510may compare the received sensor values with values found in the onboard database. In a step512, the object identification and positioning system310may query whether the sensed object ID and sensed object attributes match those attributes stored in the onboard database. This query512may include whether the object has been sensed before and whether each attribute of the historical object is the same as before or one or more attributes has changed.

Should the sensed attribute or object ID not be found in the onboard database, the object identification and positioning system310may, at a step514, update the onboard database with the new object as well as update the onboard database with the new sensed attribute of an existing object. Once updated, the object identification and positioning system310may share, at a step516, the updated onboard database offboard the aircraft to, for example, a central system capable of sharing the received data with other aircraft. Should the object identification and positioning system310determine the object attribute may be within the onboard database, a step518may identify the object and continue with box B toFIG. 5B.

In one embodiment of the inventive concepts disclosed herein, the object identification and positioning system310may include, at a step540, determination of a monitor AHP. The monitor AHP may include a data stream separate from the data used to determine both the relative AHP and the absolute AHP. For example, should the object identification and positioning system310determine the relative AHP using the data sensed by the VS330, the object identification and positioning system310may use data from the GPS system to determine the monitor AHP. In this manner, the object identification and positioning system310may continuously monitor, via a separate sensor, a quality of the determined absolute or relative AHP.

Further, at a step542, the object identification and positioning system310may query if the absolute and or relative AHP is within a monitor deviation threshold from the monitor AHP. In one example, the monitor deviation threshold may include a maximum number of meters laterally and a maximum number of feet vertically.

Should the absolute AHP or relative AHP be within the monitor deviation threshold, the object identification and positioning system310may continue the logic flow to box A for a return to step502. However, should the absolute AHP or relative AHP be outside the monitor deviation threshold, the object identification and positioning system310may, at a step544, announce an alert to, for example, the operator. In one example, this alert may trigger a go around maneuver, a TOGA mode, and an FMS directed flight to safe altitude.

Referring now toFIG. 5B, the object identification and positioning system310may, at a step520, determine the relative AHP and, at a step522, determine the absolute AHP. Based on the phase analysis and sensor hierarchy, the object identification and positioning system310may, at a step524determine which of the relative or absolute AHP may be better suited for use as the AHP. The logic may continue in the same manner regardless of which AHP is in use.

At a step526, the object identification and positioning system310may query if the AHP is within an AHP deviation threshold of a received, at a step550, assigned position. If within the AHP deviation threshold, the logic moves back to step502via box A. If outside of the AHP deviation threshold, the object identification and positioning system310may, at a step528, determine the deviation between the AHP and the assigned position. At a step530, the object identification and positioning system310may determine an FMS correction to reduce the deviation and, at a step532the object identification and positioning system310may command the autopilot to apply the determined correction.

In determining each of the monitor deviation threshold and the AHP deviation threshold, the object identification and positioning system310may set each deviation threshold (AHP and monitor) based on the phase of flight analysis. In this manner, the object identification and positioning system310may set the deviation threshold at a lesser value during precise operations and a higher value during non-precision operations. For example, during a landing phase, the allowable deviation threshold may be quite small while in cruise, the allowable deviation threshold may be greater.

Referring now toFIG. 6, a diagram of an exemplary method for guidance deviation derivation from high assurance hybrid position solution in accordance with one embodiment of the inventive concepts disclosed herein is shown. Simplified method flow600of the object identification and positioning system310may include, at a step602, with receive and store sensor data, and at a step604, compare received sensor data to onboard database. At a step606the method may identify a sensed object from the received sensor data and, at a step608, update the onboard database if a sensed object attribute is new. At a step610, the method may determine aircraft relative and absolute position, and, at a step612compare determined position to assigned position. At a step614, the method may determine deviation and correction to reduce deviation and at a step616, command autopilot correction.

In one embodiment of the inventive concepts disclosed herein, the method may further include an analysis of the attribute associated with the sensed object. In addition, updating the onboard database with the attribute of the sensed object may include updating the onboard database with a sensed object not currently within the onboard database and sharing the updated onboard database offboard the aircraft120. In another embodiment, determining the relative AHP may include determining a bearing, range, altitude and closure velocity relative to the target object.

In one embodiment of the inventive concepts disclosed herein, the sensor suite122may operate in a passive mode. Here, an emissions control or EMCON mode may offer similar accuracy in positioning without transmission of RF energy.

In determining a deviation, the object ID and positioning system310may determine a groundspeed of the aircraft based on the received sensor data, determine a deviation between the groundspeed and an assigned speed, determine a correction to reduce the deviation, and command the autopilot to apply the correction.

Referring now toFIG. 7, a diagram of an exemplary horizontal and vertical map data path associated with one embodiment of the inventive concepts disclosed herein is shown. Exemplary map data of a horizontal and vertical path700may indicate a path710to which the aircraft120may be assigned. Of note, maps360may include map data such as the terrain map inFIG. 7indicating terrain heights, obstructions, and ground features which may be usable by the object ID and positioning system310as sensed objects within or new to the onboard database. Aircraft120may be assigned the path710to fly to a landing at one exemplary target object of the touchdown zone (TDZ) of runway 19R720at Las Vegas.

For example, the aircraft120equipped with the object ID and positioning system310may receive clearance from ATC to comply with the GRNPA TWO arrival followed by the RNAV (GPS) RWY 19R approach into Las Vegas (KLAS). Here, each of the arrival and approach may mandate compliance with required altitudes and airspeeds for various points along the route

Of note, the touchdown zone elevation (TDZE) of runway 19R is 2117 feet MSL which may be one example of an attribute of the target object stored within the database of the object ID and positioning system310. A vertical path730may indicate the assigned vertical profile to be flown by aircraft arriving at runway 19R.

The path710may include a plurality of points each having a possible restriction in altitude and airspeed. For example, at LUXOR712, each arriving aircraft must arrive at 12,000 ft MSL and 250 knots indicated airspeed (KIAS). At SUVIE714and HAMIG716, each arriving aircraft must be above 5,800 ft MSL with no published speed restriction more restrictive than the maximum airspeed below 10,000 ft MSL of 250 KIAS in the US. The restriction at RANVE718is a minimum altitude of 4,300 ft MSL which may be extracted from the vertical path730restriction at RANVE718.

For any reason, should the aircraft120may unable to land on runway 19R, the object ID and positioning system310must execute a go around maneuver and command the TOGA mode of the FMS. The missed approach instructions may mandate a climb to ensure obstacle clearance and traffic flow. Here, the missed approach instructions included in the vertical path730mandate a climb to 6000 ft MSL and a left turn to LAPIN722for holding or further assignment.

Along the path710, the sensor suite122may image a plurality of sensed objects and supply the sensed data to the object ID and positioning system310for hybrid positioning and ultimately, horizontal and vertical navigation along the path710to a safe touchdown at the 19R TDZ720.

Referring now toFIG. 8, a diagram of an autonomous aircraft sensing ground objects on arrival exemplary of one embodiment of the inventive concepts disclosed herein is shown. An arrival view800may portray objects available to the sensor suite122for use. Approaching HAMIG716, the aircraft120may be at approximately 5,800 ft MSL with a wide view of the surface. Here, a plurality of objects within view of the sensors may include RADAR significant objects as well as LIDAR significant objects. A LIDAR FOV830may indicate a possible area of capability of the LIDAR350.

RADAR energy840may enable the RF RADAR340to image RADAR significant ground objects such as a runway842, a racetrack844and a golf course846while LIDAR FOV830may enable the LIDAR350to image the same and additional objects. Although shown as a forward view LIDAR FOV830, each of the sensors may possess an ability to sense objects at any relative bearing from the aircraft120. For example, one LIDAR system350may be able to view objects in a complete 360-degree relative azimuth above as well as below the aircraft120. It is contemplated herein, sensors creating a “sphere” of FOV with the aircraft120at the center of the sphere may enable the sensor suite122to sense objects without bearing limitation.

Of note, many objects may not be mutually exclusive to a single sensor within the sensor suite122. For example, a visually significant object may also be LIDAR significant while a RADAR significant object may also be an identifiable map object. Each of the sensors within the sensor suite122may operate individually to sense each of the significant objects within view to provide sensor data to the object ID and positioning system310.

Referring now toFIG. 9, a diagram of an autonomous aircraft sensing ground objects transitioning to approach exemplary of one embodiment of the inventive concepts disclosed herein is shown. A transition view900may indicate a different set of possible objects. Between HAMIG716and RANVE718, the FOV from the sensor suite122may be able to image an electrical solar array848, a set of vertical buildings850, a downtown building852, and a grouping of buildings854. Again, each of these sensed objects may maintain a plurality of attributes to enable the object ID and positioning system310to identify each as well as update the database with possible new attributes associated with the sensed object.

Referring now toFIG. 10, a diagram of an autonomous aircraft sensing ground objects on approach associated with one embodiment of the inventive concepts disclosed herein is shown. With an initial approach view1000, the sensor suite122may be able to sense more objects as the aircraft120descends closer to the surface. Approaching RANVE718descending to 4,300 ft MSL, the aircraft120LIDAR FOV850may image a baseball park856, a road curve858, the TDZ of runway 19R720, and a north downtown building860. Here, one or more sensors may continue to sense the proximal downtown building852as the aircraft120nears the TDZ 19R720.

Referring now toFIG. 11, a diagram of an autonomous aircraft sensing ground objects on approach in accordance with one embodiment of the inventive concepts disclosed herein is shown. In an approach view1100, the aircraft120may descend to RANVE718at 4,300 ft MSL (now 2,183 ft AGL), the sensor suite122may closer to the surface and able to image a plurality of objects with a variety of attributes suitable for ranging. Here, the TDZ 19R720becomes more visible to the VS330and the vertical attribute of the downtown building852may be apparent to each of the sensors.

In one embodiment of the inventive concepts disclosed herein, the aircraft forward view150may be one desirable FOV of the VS330. Each sensor may sense a building pair862, a hangar864, a circular formation of buildings866and a northeastern corner of a warehouse868.

Exemplary attributes of the warehouse868may include a latitude, longitude, elevation, orientation, shape, size, color, roof texture, including attributes within the warehouse such as each exterior corner and specific objects on the roof (cooling units, etc.). Each of these attributes may be stored within the onboard database allowing the object ID and positioning system310to correlate sensed data with stored data to determine not only the relative AHP but the absolute AHP.

Referring now toFIG. 12, a diagram of an autonomous aircraft sensing ground objects on final approach associated with one embodiment of the inventive concepts disclosed herein is shown. A final approach view1200may indicate objects more visible to the VS330and thus offer a more accurate relative AHP than would data from other sensors. Approaching TDZ19R720, the aircraft120sensor suite122may image a perimeter road870, a jet blast fence872, a runway 19L874, a hotel taxiway876, and a visually significant building878. The vertical downtown building852may remain visible to one or more of the sensors offering continued BRA data to the object ID and positioning system310.

Referring now toFIG. 13, a diagram of an autonomous aircraft sensing ground objects over runway threshold associated with one embodiment of the inventive concepts disclosed herein is shown. A landing transition view1300may offer a diagram of objects visible to one or more of the sensors as the aircraft120crossed over the landing threshold of 19R720. Here, the VS330may visualize threshold markings880, the echo taxiway882, a runway identifier884, a runway number886, a runway centerline888and TDZ markings890. With other previously sensed buildings possibly out of the aircraft forward view150, airfield building892may offer accurate positioning data to the object ID and positioning system310.

CONCLUSION

As will be appreciated from the above description, embodiments of the inventive concepts disclosed herein may provide a system and related method for offering hybrid precise positioning data and guidance deviation derivation and correction based on data received from a combined suite of sensors enabling the advanced aircraft to operate at any airport despite the weather conditions.