U.S. patent application number 09/878903 was filed with the patent office on 2002-03-14 for semiautonomous flight director.
Invention is credited to James, Terry Jack.
Application Number | 20020030142 09/878903 |
Document ID | / |
Family ID | 24850081 |
Filed Date | 2002-03-14 |
United States Patent
Application |
20020030142 |
Kind Code |
A1 |
James, Terry Jack |
March 14, 2002 |
Semiautonomous flight director
Abstract
A device for programming industry standard autopilots by
unskilled pilots. The effect of the invention is such that when the
invention is employed in a flying body comprising an industry
standard autopilot with a digital flight control system, the
invention provides for the safe operation of any aircraft by an
unskilled pilot. The device additionally affords skilled pilots a
more rapid and simplified means of programming autopilots while in
flight thus reducing a skilled pilot's cockpit workload for all
aircraft flight and directional steering, way points, and aircraft
flight functions reducing the possibility of pilot error so as to
effect safer flight operations of an aircraft by affording a
skilled pilot to direct aircraft steering and function while under
continuous autopilot control.
Inventors: |
James, Terry Jack; (Dallas,
TX) |
Correspondence
Address: |
Terry James
P.O. Box 872
Metter
GA
30439
US
|
Family ID: |
24850081 |
Appl. No.: |
09/878903 |
Filed: |
January 22, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09878903 |
Jan 22, 2001 |
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08709488 |
Sep 6, 1996 |
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5890441 |
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Current U.S.
Class: |
244/194 |
Current CPC
Class: |
B64C 2201/185 20130101;
B64C 2201/141 20130101; B64C 2201/146 20130101; B64C 39/024
20130101; B64C 2201/128 20130101; B64C 2201/104 20130101; B64C
29/0025 20130101; B64C 2201/165 20130101 |
Class at
Publication: |
244/194 |
International
Class: |
G05D 001/00 |
Claims
1. A device for safely eliminating and/or supplanting aviation
piloting skills in flying and operating any flying body employing
an autopilot, wherein the device comprises a means to interface
with an autopilot and interpret an unskilled pilot's desired flight
direction/function of a flying body; translating the unskilled
pilot's desired flying body flight direction/function and
subsequently programing the flying body's autopilot to effect the
unskilled pilot's flight direction/function concurrently
disallowing any unsafe or negative flight maneuver or flight regime
of the flying body.
2. A horizontal and vertical take off and landing unmanned aerial
vehicle of U.S. Pat. No. 5,890,441 comprising the device of claim
1.
3. A flying body capable of horizontal and/or vertical flight
comprising the device of claim 1.
Description
[0001] This is a continuation in part of U.S. patent application
Ser. No. 08/709,488, filed Sep. 6, 1996, and which has been issued
as U.S. Pat. No. 5,890,441 on Apr. 6, 1999.
BACKGROUND AND DESCRIPTION OF THE PRIOR ART
[0002] With regard to the prior art apparatuses in contrast to the
Semiautonomous Flight Director (SFD) device disclosed herein which
supplants pilot's skill in flying an aircraft employing an
autopilot; all of the prior art apparatuses require a skilled
pilot's knowledge and abilities for safe and/or effective operation
of an aircraft employing an autopilot whether manned or unmanned.
To one degree or another each prior art apparatus either augments,
on a limited basis or assists on a limited basis, a skilled pilot's
direct operation of an aircraft's flight controls or they afford a
skilled pilot a means by which to better utilize an autopilot while
in flight. However, none of the prior art apparatuses supplant's
the pilot's skill in flying an aircraft whether manned or
unmanned.
[0003] The primary departure, of the SFD, from the prior art is
that the prior art requires that the pilot temporarily over ride or
disconnect from the autopilot and take "direct" control of an
aircraft's flight controls to make changes in the aircraft's flight
direction. The fields of aerospace and aviation teaches that such
changes in an aircraft's flight controls can only be made safely by
a skilled pilot, skilled in flying the particular aircraft
flown.
[0004] All of the prior art allows for direct control of an
aircraft's flight controls by a pilot whether or not the pilot
employs an installed autopilot or not. The SFD on the other hand
does not allow direct control of an aircraft's flight controls in
order to effect safe flight when the SFD is employed with an
autopilot.
[0005] The SFD's secondary departure from the prior art is that the
prior art requires that the pilot temporarily disengage or over
ride the autopilot to make changes in the aircraft's flight
controls in order to subsequently program or reprogram the
autopilot whereas the SFD allows for continuous autopilot control
of the aircraft while coincidentally allowing the pilot to make
changes in direction or flight function.
[0006] The third and paramount departure from all the prior art
devices is the manner by which the prior art effects the
programming or reprogramming of an autopilot while in flight which
requires the pilot to have the necessary skills in flying the
particular aircraft flown in order to safely effect such
programming or reprogramming of an autopilot whereas the SFD does
not require such skills in order to safely program or reprogram an
autopilot while in flight.
[0007] With regard to the prior art it is during the periods of
time where the pilot overrides, disengages, or otherwise suspends
the autopilot's control over the aircraft that precludes the safe
operation of an aircraft by an unskilled pilot or operator.
[0008] The prior art always employs a plurality of means to control
an aircraft either by the direct control of the aircraft by a
skilled pilot or the aircraft is controlled autonomously by the
autopilot. The term "Semiautonomous" as applied in this application
means that the aircraft is controlled singularly, at all times, by
the autopilot; autonomously, but, re-programmable without
temporarily suspending the autopilot's control of the aircraft to
make flight changes.
[0009] Flight control, situational awareness and the lack thereof
for Unmanned Aerial Vehicle (UAV) pilots is of particular concern
to UAV manufacturers and users alike. Most specifically military
and non-military government users. As of the date of this
application, over eighty-five percent of all UAVs currently being
flown in the world today will crash as a result of a UAV pilot's
lack of situational awareness and the resulting loss of flight
control over the UAV flown regardless of any given UAV pilot's
skill and/or experience level. These factors, according to current
UAV mishap statistics, are of paramount importance to the Federal
Aviation Agency (FAA) and the National Transportation and Safety
Board with respect to their authorization for use and
implementation of UAV technology in the civilian and commercial
aviation sectors.
[0010] The SFD was specifically devised to address these issues of
pilot situational awareness in UAV's and more specifically the
horizontal or vertical take off or landing (HOVTOL) UAV of U.S.
Pat. 5,890,441 issued Apr. 6, 1999 to the applicant Terry J. James
and Johnny Swinson (deceased; Suanne Walker, executrix). It is
consequential that the SFD provides a means by which manned
aircraft may be piloted by unskilled pilots or utilized by skilled
pilots of manned aircraft to reduce cockpit workload as well as
other UAV platforms.
[0011] Disclosed in U.S. Pat. No. 5,255,880 issued on Oct. 26,
1993, to Woon Lyloc and David C. Pattison, is a manual override
apparatus which allows only a skilled pilot to safely override
autopilot operation in aircraft that have fly by wire or fly by
light flight control systems as opposed to mechanical flight
control systems having an autopilot system.
[0012] In the prior art device of U.S. Pat. 5,255,880 a pilot does
not have to disengage the autopilot in order for a skilled pilot to
make direct changes to the flight controls of an aircraft employing
the device. The degree and amount of linear change made by the
action of a pilot displacing a given aircraft's manual control
stick or yoke is sensed by a circuit when the pilot places a
specific amount of force on the control stick or yoke. Once the
amount of force level in the pilot's yoke or control stick reaches
a certain threshold, the magnitude and degree of control stick
deviation, and movement, in linear terms, of the pilots' control
stick or yoke movement effects a proportionate degree of change in
the aircraft's flight controls to the exact degree of deviation
made in the pilot's control stick or yoke as in normal flight.
[0013] It is important to note here, that in the application of
U.S. Pat. No. 5,255,880, only a skilled pilot having the knowledge
and sufficient specific skills in flying a particular aircraft
under non-autopilot operation could safely make such linear
deviations in the control stick or yoke of such an aircraft in
order to avert directing the autopilot to initiate a negative or
dangerous flight maneuver. The autopilot employing this device
would only effect the changes initiated by the pilot to include
negative and acrobatic maneuvers. The reason for this is that the
amount of deviation made in the pilot's control stick is directly
related and linearly proportionate to the amount and degree of
linear and proportional change effected in the flight controls of
the particular aircraft flown by the pilot. If the pilot was
unskilled in flying the aircraft a crash could occur as a result of
placing too much or too little displacement in the control stick or
yoke.
[0014] This is to say that, in the application of the prior art of
U.S. Pat. No. 5,255,880, if an unskilled pilot were to place the
control stick into a position and to such a degree that it would
cause a negative or dangerous flight maneuver the flight controls
of the aircraft flown under autopilot command employing the prior
art would likewise place said aircraft in a negative or dangerous
flight regime. This could result in the loss of aerodynamic control
of the aircraft if it were not for the prior art's requirement for
a trained pilot's skill being necessary in precluding the placing
of the control stick in such a position as to cause a dangerous or
negative flight regime. The prior art of U.S. Pat. No. 5,255,880,
therefore, requires a skilled pilot in order to safely utilize the
invention.
[0015] The advantage of U.S. Pat. No. 5,255,880 is it allows
override control of the autopilot's flight controls of an aircraft
having a fly by wire or fly by light flight control system without
disengaging the autopilot whereby a skilled pilot may make changes
directly to the flight controls even when the autopilot is
active.
[0016] A disadvantage of this prior art device is that it is not
applicable to aircraft having flight control systems other than fly
by light or fly by wire flight control systems and the system
requires operation only by a skilled pilot while overriding an
active autopilot.
[0017] U.S. Pat. No. 5,067,674 issued Nov. 26, 1991 to Albert
Heyche, Alain Latteur, and Philippe Dekoninck, all of Brussels
Belgium, discloses a control system for remote controlled aircraft.
The device is, in effect, a compensator for variations of time lags
associated with the difference in time from the moment a pilot
initiates an action by remote control until the aircraft, in
flight, actually begins to act on the change with respect to the
aircraft's resultant attitude change that follows the execution of
the various interactions of the aircraft's flight control
surfaces.
[0018] It is further disclosed in U.S. Pat. No. 5,067,674 that the
device automatically compensates for variations in normal operation
of a flight control system of a remotely controlled helicopter to
prevent a certain limited number of negative flight regimes.
[0019] The prior art device of U.S. Pat. No. 5,067,674 "aids", in
an automatic manner, a skilled RC pilot in piloting a remotely
controlled helicopter. The system does not however, supplant the
skill normally required to pilot a remotely controlled aircraft or
helicopter.
[0020] U.S. Pat. No. 4,964,598 issued Oct. 23, 1990 to Zacharaia
Berejik, Ramot Tzahala; Allon Wallach, Moshav Talmei Elazar, of
Israel discloses an apparatus to automatically stabilize, to a
certain degree, a remotely controlled aircraft in yaw and roll for
aircraft turns initiated by a pilot when the aircraft is required
to bank in order to accomplish a turn. The apparatus also provides
automatic stabilization compensation of the pitch of a remotely
controlled aircraft for aircraft ascensions and descentions
initiated by the pilot.
[0021] The apparatus of U.S. Pat. No. 4,964,598 however, does not
supplant pilot skill but, rather, is an aid to a skilled pilot by
automatically compensating, to a certain degree, for a pilot's lack
of situational awareness of the difference between what a pilot
perceives to be the actual attitude of a remotely controlled
aircraft versus the actual physical attitude of the remotely
controlled aircraft when performing flight maneuvers. The apparatus
also holds the flight controls in the last commanded flight command
in the event of interferences with the aircraft's radio link in RC
applications. The apparatus can not preclude a pilot's placing the
aircraft in a negative flight regime however.
[0022] The apparatus of U.S. Pat. No. 4,964,598 allows a skilled
pilot to perform flight maneuvers, including negative flight
regimes, in order to accomplish flight maneuvers in such a way as
to compensate, to a limited degree, for the lack of the pilot's
situational awareness of the actual physical attitude of the
remotely controlled aircraft with respect to the pilot's perception
of the aircraft's attitude. The device is essentially stabilizes
the flight control surfaces of an aircraft or helicopter. It does
not however compensate for pilot skill in flying an aircraft or
helicopter.
[0023] U.S. Pat. No. 4,642,774 issued Feb. 10, 1987 to John P.
Centala and Kenneth W. McElreath of Iowa is similar in function to
the apparatus earlier mentioned herein and which is disclosed in
U.S. Pat. No. 5,255,880. Both inventions require a skilled pilot in
order to effect the product of the inventions.
[0024] The apparatus of U.S. Pat. No. 4,642,774 allows only for a
skilled pilot to safely make manual flight control deviations under
autopilot control and then subsequently return to the autopilot's
preprogrammed flight regime, or optionally, to a new program set.
The new program set however, is determined by the amount and degree
of liner displacement made by the skilled pilot's manual flight
control deviations of the control stick or yolk.
[0025] The Centala device, when activated to disconnect from the
autopilot, allows the pilot to fly the aircraft directly, as
normal, as if the autopilot was not on in order to effect a new
flight regime which could include a negative or dangerous flight
regime if it were not for the pilot's skill and knowledge.
[0026] The Centala device requires that only a skilled pilot could
safely make the changes to the aircraft's flight controls employing
the device to effect safe flight changes in the autopilot's flight
regime. Any change in the controls made by the pilot will be
effected by the autopilot whether such changes are acrobatic in
nature, and/or safe or not.
[0027] The primary effect of the Centala prior art device is to
allow for override changes in an autopilot's control of an aircraft
only by a skilled pilot's degree of linear displacement of the
pilot's aircraft control stick by optionally either allowing the
autopilot to return to its preprogrammed flight path or to an
altered programmed flight path in accordance with the degree of
linear displacement of the pilot's aircraft control stick which
could only be effected, safely, by a skilled pilot. The Centala
device relinquishes direct control of the aircraft to the Pilot in
order to effect autopilot changes.
[0028] All the actions of the Centala device are, therefore,
accomplished by a skilled pilot in such a way as to make direct
flight control changes to the aircraft's flight path without abrupt
flight dynamics resulting from the direct flight control change
that was initiated by the skilled pilot in the autopilots returning
to the original flight path or the new flight path.
[0029] Special emphasis is placed here in this application that
both of the aforementioned prior art devices of U.S. Pat. No.
4,642,774 and U.S. Pat. No. 5,255,880 require that "only" a skilled
pilot, versed in the manual flight operations of the particular
aircraft flown and so equipped with said devices, should make
changes in the positioning or repositioning of the pilot's control
stick or yolk in order to preclude the manual placement of the
pilot's control stick or yolk by an unskilled pilot in such a
position and to such a degree as to cause a negative flight
maneuver being initiated by the autopilot as a direct result of the
unskilled pilot's actions.
[0030] Described in U.S. Pat. No. 5,695,157 issued Dec. 9, 1997 to
Coirier et al., is a device that assists in the piloting of an
aircraft or helicopter by a skilled pilot only during a landing in
bad weather and only works in conjunction with a ground based
radio-electric ILS (glide slope) system. The device provides a
audible alarm to the skilled pilot so that the skilled pilot can
directly adjust the flight controls of the aircraft to assure a
safer landing and advise the skilled pilot to "go around" in order
to avoid overshooting the runway's safe touchdown zone. The device
cannot be employed by a unskilled pilot safely but rather, is a
device that aids a skilled pilot in landing an aircraft or
helicopter in inclement weather.
[0031] U.S. Pat. No. 3,467,344 issued Sept. 16, 1969 to K. C.
Kramer is a device for automatically offsetting the effects of wind
shear on an aircraft during the landing of the aircraft when
employed with automatic landing system utilizing ground based ILS
(glide slope) telemetry. The device aids a pilot in limiting the
very sudden effects of wind shear on an aircraft's roll, pitch or
yaw while landing by sensing when the aircraft has exceeded a safe
roll, pitch or yaw limit as a result of a sudden wind shear. The
effect of the invention is such that when a sudden wind shear
negatively affects the aircraft while close to the ground during
landings an automatic and near instantaneous adjustment by the
device of the aircraft's flight controls are effected to offset the
affects of wind shear on the aircraft at a much greater response
time than a skilled pilot could respond to. The device is only
applicable to landing an aircraft and works in conjunction with
ground based radio-electric ILS (glide slope) systems. The device
cannot be employed to totally fly an aircraft by an unskilled
pilot, but rather, can only be employed by a skilled pilot in
assisting the skilled pilot in landing an aircraft in the event of
wind shear during a land based ILS glide slope assisted
landing.
[0032] Describe in U.S. Pat. No. 3,386,689 issued Jun. 4, 1968 to
Robert H. Parker et al. Is a device for over riding autopilot
control of large transport aircraft subsequently allowing a skilled
pilot to maneuver the aircraft in the traditional manner of prior
art of flying aircraft without autopilots in accordance to the
magnitude and linear displacement of the pilot's control stick or
yoke to effect flight changes in the aircraft and subsequently
allowing the autopilot to assume the new heading upon the pilot
releasing the aircraft's control stick or yoke to a detent
position. The invention allows only a skilled pilot to safely
effect autopilot heading changes by means of manual changes in the
aircraft's conventional flight controls. The device does not allow
for the autopilot heading changes to be effected safely by an
unskilled pilot.
[0033] In U.S. Pat. No. 5,493,497 issued Feb. 20, 1996 to Henning
Buus is a triple redundant fly by wire flight control system
extremely similar to the quad redundant fly by wire flight control
system described in Military Standard 1553, (MIL-STD-1553),
developed in the 1970's and employed in modern aircraft such as the
Lockheed Martin F-16 Fighter, and the Northrop Grumman B-2 Bomber.
The invention is a flight control system however, and is not an
autopilot but does employ an air data computer and additional
features of such prior art.
[0034] As the system is fly by wire, one of the features of U.S.
Pat. No. 5,493,497 is similar to MIL-STD-1553 in that the system
affords the pilot a "feel" for flying an aircraft both physically
and visually whether a skilled pilot is flying the aircraft or it
is being flown autonomously by the flight computer in autopilot
mode. Another feature of the system is that it allows for
controlled flight of aerodynamically unstable aircraft, designs
such as the F-16 Fighter and the B-2 bomber. Also, like the prior
art the system allows the pilot to over ride autonomous mode to
effect flight control changes.
[0035] Being that U.S. Pat. No. 5,493,497 is a fly by wire system
and thus "electronic", and in order to provide a "feel" for flying,
the system, also like the prior art, makes changes to an aircraft's
flight control surfaces that are "directly proportionate" to the
displacement of the pilot's control stick and rudder pedals which
requires pilot skill to preclude negative flight maneuvers. As the
pilot's controls effect proportionate linear changes in terms of
magnitude in the flight controls the magnitude component of the
pilots control over the aircraft flown by the system would,
therefore, preclude safe operation of an aircraft employing the
system by an unskilled pilot.
SUMMARY OF THE INVENTION
[0036] The invention relates to the fields of aircraft in general,
and to integrated flight control systems employing autopilots
specifically, when employed in combinations thereof and embodied
therein in an airplane, helicopter, or unmanned aircraft having
flight control systems employing congruent combinations of industry
standard gyroscopic, electronic, mechanical, electromechanical and
aerodynamic means of maintaining airborne platform stability during
flight; and, whereupon such congruent systems combine to provide
for safe aerodynamic control and steering of an aircraft in 3 axis
by a skilled pilot.
[0037] It is the object of the invention to improve overall flight
safety by providing a means capable of significantly reducing a
skilled pilot's work load and/or eliminating or supplanting the
piloting skills normally required to fly any manned or unmanned
helicopter or aircraft equipped with an autopilot employing a
digital flight control system.
[0038] The invention has specific commercial and military
applications in the unmanned aerial vehicle (UAV) market as well as
the manned aircraft market. As of the date of this application,
Federal Aviation Administration (FAA) policy regarding commercial
use of UAVs is very restricted. These restrictions are predicated
on concerns of safety regarding the design of such UAVs and their
use by the general public.
[0039] With respect to safe operation of a UAV in a commercial
application the FAA requires that certain safe operational
attributes of a UAV design be demonstrated before authorization for
it's use in a commercial/civil application is granted. Four of
these FAA concerns are as follows:
[0040] (1) Pilot situational awareness
[0041] (2) Controllability and stability of the platform
[0042] (3) Interruption of the control data link (lost link)
[0043] (4) Ease and safety of operation
[0044] The invention disclosed in this application addresses the
aforementioned four FAA safety concerns inclusively.
[0045] In the case of unmanned aircraft applications the SFD,
depicted by the block diagram of FIG. 2, may be employed in any UAV
application equipped with an autopilot having a digital flight
control system. The SFD can afford any UAV aircraft so equipped to
address the aforesaid FAA safety requirements.
[0046] In the case of manned aircraft applications the SFD can
significantly reduce a skilled pilots' workload in piloting
operations where the aircraft piloted is likewise so equipped with
an autopilot having a digital flight control system.
[0047] Aviation and aerospace history teaches that it is well know
in the art that aircraft, and helicopters whether manned or
unmanned can only be safely controlled and operated in one of two
ways. One way as history and the prior art points out is that for
any given aircraft or helicopter to be flown safely without
assistance of the prior art is that it must be flown "hands on" the
pilot's flight controls by a trained pilot skilled in flying the
particular aircraft flown by the pilot. Given the state of the art
of the prior art a second way to safely fly an aircraft is
autonomously by means of an autopilot. However, this latter means
still requires a skilled pilot in order to make changes in the
autopilot's way point repertoire in order for the autopilot to be
an effective piloting tool in flight. It, therefore, stands to
reason as the prior art teaches that it is not obvious to those
skilled in the art that a pilot's "skill" can be eliminated in the
application of the prior art.
[0048] The SFD device is devised to address the complexities of
flying the HOVTOL UAV of U.S. Pat. No. 5,890,441 and also to
address FAA concerns for allowing UAV technology to be employed by
the general public. Additionally, the SFD device needed to address
the type of end user of the HOVTOL invention in user applications
by such personnel as firemen, police officers, farmers, merchant
seamen and the like. In order for the HOVTOL to be commercially
viable in light of the crash rate of UAV's employing prior art
techniques i.e. direct RC control or autonomous operation by
"skilled" RC pilots and in knowing the personnel who will operate
the HOVTOL UAV will most likely not be pilots a novel solution was
need hence the SFD device.
[0049] To effect what was needed in order to safely fly the HOVTOL
UAV of U.S. Pat. No. 5,890,441 by commercial users who would
typically not have RC piloting skills a requirement is thus
established that the HOVTOL invention would have to be flown
autonomously by an autopilot at all times. Secondly, changes in the
HOVTOL's autopilot program for heading, speed, altitude, and
function (i.e. mode of landing, taking off, hovering etc.) would
have to be effected by personnel not skilled in flying RC type
aircraft. Therefore, such changes should be effected by the SFD
device of FIG. 1 and as employed in FIG. 2 which is a simplified
representation of the flight control system of the HOVTOL UAV of
FIG. 3 cited in U.S. Pat. No. 5,890,441.
[0050] In general the unskilled HOVTOL pilot would make changes to
the HOVTOL's direction, speed, altitude and mode or function by
simple, discreet, non-linear and non-proportional manipulations of
the joy stick FIG. 2, 78 and one or more of a bank of 7 function
switches FIG. 2, 77 installed in the SFD 58 of FIGS. 1 and 2. The
SFD circuitry FIG. 2 thus interpreting the pilot's desired heading,
speed, altitude and function thus changes the program set of the
HOVTOL's autopilot's digital flight control software (ADFCS) of
FIGS. 1 and 2 of the HOVTOL's autopilot FIGS. 1 and 2 54 on board
the aircraft of FIG. 3 by means of an electrical interface FIG. 1
83 from the SFD 58 to the pilot's ground control station (GCS)
shown in FIG. 1, 57 and subsequently relayed by a radio telemetry
means FIG. 1 82 via the GCS's and the UAV's telemetry transceivers
FIG. 1 55. The HOVTOL UAV's autopilot 54 would thus articulate
congruently; according to the HOVTOL's flight laws stored in the
HOVTOL's autopilot 54; the appropriate air control surface servos
FIG. 1 60 which thus articulate the various air control surfaces of
FIG. 1: 2, 3, 4, 10, 11, 12, 13, and 17; and the HOVTOL's
horizontal propulsion propellers FIG. 1: 14, and 15; and the
HOVTOL's vertical lifting fans, and engine(s) (not shown) to effect
safe flight maneuvers.
BRIEF DESCRIPTION OF THE DRAWINGS
[0051] For the purposes of explaining a typical complex application
of the invention, FIG. 1 depicts a simplified schemata of the
flight control system of the HOVTOL unmanned aerial vehicle cited
in U.S. Pat. No. 5,890,441 issued April, 1999. FIG. 2 depicts a
simplified functional block diagram of the invention as employed in
U.S. Pat. No. 5,890,441 and is representative of the inventions
construction. FIG. 3 is for reference purposes of the HOVTOL UAV
invention of U.S. Pat. No. 5,890,441 and for which the SFD
invention was devised and considered the best mode for carry out
the invention.
PREFERRED DETAIL DESCRIPTION OF THE EMBODIMENTS OF THE
INVENTION
[0052] Refer now to FIG. 1 and FIG. 2 which shows the HOVTOL UAV of
FIG. 3 flight control system in FIG. 1 and the SFD in FIG. 2 of
U.S. Pat. No. 5,890,441 and is representative of the best mode of
carrying out the invention. It is not the intent of this
specification to limit the public domain in the many potential
designs, methods and techniques that can be developed in carrying
out the utility of the invention disclosed herein but, rather, to
delineate the basic principals that define the invention's
application in programming an industry standard autopilot in such a
way as to supplant skilled pilot operation of an unmanned aircraft
employing an autopilot. Therefore, this specification shall teach
by the example of the best mode of carrying out the invention how
the invention disclosed herein can be constructed and applied
toward a complex transportation apparatus.
[0053] Referring now to FIG. 3, the invention is employed in a UAV
having wings and aerodynamic flight controls i.e. canards, canard
tip fences, air control surfaces of the wings, two vertical
stabilizers, air control surfaces of the vertical stabilizers,
horizontal thrust vectoring vanes, vertical thrust vectoring vanes
located beneath two vertical lifting situated in the UAV's fuselage
in the exhaust slip stream thereof, variable pitch tractor
propeller (not shown), and a rear pusher shrouded pusher propeller.
Referring now to FIG. 1 the pitch of propellers 14 and 15 being
articulated by swash plate apparatuses 45 and 46 and all of the
aforesaid flight controls of FIG. 1 and FIG. 3 being controlled by
electromechanical means of FIG. 1 59 and 60, in conjunction with
said vertical thrust vectoring vanes 12 and 13.
[0054] The embodiment of the semiautonomous flight director (SFD)
invention of FIG. 1 and FIG. 2, as applied in the HOVTOL UAV
invention of U.S. Pat. No. 5,890,441 FIG. 3 is to provide flight
way point, flight function/mode and flight directional and ground
steering programing of an industry typical autopilot FIG. 1 (54)
and FIG. 2 (54) when such autopilot (54) employs Aircraft
Directional and Function Control Software FIG. 1 (ADFCS) containing
the HOVTOL UAV's flight control laws, by means of a industry
typical electrical interface FIG. 1 (83) to the pilot's Ground
Control Station (GCS) FIG. 1 (57) and thus by means of industry
typical radio frequency data link transceivers FIG. 1 (55)
installed in the pilot's (GCS) FIG. 1 (57) and onboard the UAV
FIGS. 1 and 3 by means a radio frequency data link FIG. 1 (82) to
allow for autopilot control change programing of an unmanned
aircraft throughout all of an unmanned aircraft's flight and ground
operations therefore providing a means by which an unskilled pilot
may safely direct the operation of an unmanned aircraft.
[0055] Referring now to FIG. 2, "flight direction"; by an
"unskilled" pilot, as opposed to "direct flight control" by a
"skilled" pilot of an aircraft is effected by the pilot's
articulation of the pilot's joy stick FIG. 2 (78) and one or more
of the bank of 7 flight function/mode switches FIG. 2 (77) which
are hence interpreted by the SFD device FIG. 1 (58) and FIG. 2 (58)
by means of sensing electronic analog signals FIG. 2 (63) from the
pilot's joy stick's FIG. 2 (78) transducer or bridge circuit (not
shown) coincident to the actuation and/or non actuation of one or
more of the seven flight function/mode switches FIG. 2 (77) which
subsequently produce discrete digital signals and/or levels FIG. 2
(62) and (65). Signals FIG. 2 (62) being produced by the bank of
seven function/mode switches FIG. 1 (77) ergonomically located in
the pilot's control console FIG. 2 (61) and joy stick FIG. 2 (78).
Analog signals FIG. 2 (63) are produced by the pilot's joy stick
transducer or optionally an electronic bridge circuit (not shown)
and input to an Analog to Digital Converter circuit (A/DC) FIG. 2
(64) which produces resultant digital logic level signals FIG. 2
(65) coincident to the quadrant position of the pilot's joy stick.
The logic signals FIG. 2 (65) produced by the A/DC circuit FIG. 2
(64) being representative of the pilot's desired direction in
accordance to the quadrant position of the pilot's joy stick FIG. 2
(78) are together with the logic signals of FIG. 2 (62) being
representative of the pilots desired flight function or mode, and
thus input as a multi-bit digital logic word to the Flight/Function
Direction Interpreter (FDI) circuit FIG. 2 (69). The FDI circuit
can be of any electronic design that converts the resultant
multi-bit digital logic word developed by the A/DC circuit of FIG.
2 (64) and logic levels of the bank of seven flight function/mode
switches FIG. 2 (77) which would result in a memory address pointer
which will be used to select a memory address of a software routine
which will program the autopilot FIG. 1 (54) and FIG. 2 (54).
[0056] It shall be clearer to one skilled in the art as to how the
aforementioned effected address pointer produced by the FDI FIG. 2
(69) can be used to program the autopilot FIG. 1 (54) and FIG. 2
(54) as later discussed in this specification.
[0057] The aforementioned resultant address pointer produced by the
FDI FIG. 2 (69) as a result of the aforementioned multi-bit logical
word input via FIG. 2 (65) and FIG. 2 (62) to the FDI FIG. 2 (69)
provides flight function and flight direction autopilot programming
address pointers to the Autopilot reprogrammer (APR) circuit 71
wich may be of any electronic design, software and protocol
specified by one skilled in the art to subsequently effect
programming the autopilot's FIG. 1 and FIG. 2 (54) flight control
registers by which means an unskilled operator may direct and
navigate an aircraft under autopilot control.
[0058] Referring now to FIG. 2, a semiautonomous flight director
device (58), comprised of a spring loaded, automatic return to null
position electronic transducer or bridge circuit type joy stick
(78) is embodied in a control console (61). The joy stick (78)
providing analog signals (63) analogous to the "quadrant" position
of the joy stick (78) as a means to indicate the desired direction
of the operator as to UP, DOWN, LEFT, RIGHT, FORWARD, or BACK
directions.
[0059] A bank of seven flight function/mode switches (77)
ergonomically located within the control console (61) and/or joy
stick 78 hand grip as may be determined by one skilled in the art
for a given application. Whereas each function/mode switch (77)
when activated providing an electronic logic signal (62) and an
associated function interrupt signal (67) generated by the FDI (69)
circuit and or optionally the control console circuit which
optionally may or may not be employed by one skilled in the art as
the selected design case may be for providing a gating means and or
for developing a software interrupt structure means for allowing or
disallowing such device attributes as logical versus illogical
flight function/mode or steering for the following operator desired
functions:
[0060] Whereas one switch of the seven function switches (77),
being a spring loaded, return to null, double pole, double throw
type switch to provide for a means to initiate an accelerate or
decelerate function logic signal (62) and interrupt signal (67);
and whereas a second function switch (77) being a spring loaded,
momentary push button, return to null, single pole, single throw
type to provide an "auto return to base" command function logic
signal (62) and interrupt signal (67); and whereas a third switch
77 being a spring loaded, momentary push button, return to null,
single pole, single throw type to provide an "auto land" command
function logic signal (62) and interrupt signal (67); and whereas a
fourth switch (77) being a spring loaded, momentary push button,
return to null, single pole, single throw type switch to provide a
"hover" command function logic signal (62) and interrupt signal
(67); and whereas a fifth switch (77) being a non return to null,
manual, single pole, single throw, safety type, switch to provide a
"normal shut down" command function logic signal (62) and interrupt
signal (67); and whereas a sixth switch (77) being a non return to
null, manual, single poll, single throw, secured safety, type
switch to provide an "emergency shutdown/deploy parachute/activate
visual, audible and radio frequency beacons" command function logic
signal (62) and interrupt signal (67); and whereas a seventh switch
(77) being a spring loaded, momentary push button, return to null,
single pole, single throw type switch to provide an "auto flight"
command function logic signal (62) and interrupt signal (67); and
whereas an aircraft "weight on wheels" (WOW) switch 66 being a
single pole single throw type switch out side of the SFD (58) and
installed on the aircraft itself and situated physically on the
aircraft so as to electro-mechanically sense the aircraft's weight
resting on it's wheels to provide a logic signal (68) for
indicating to the Analog to Digital Converter circuit (A/DC) (64),
and the FDI circuit (69) that the aircraft is either on the ground
or airborne.
[0061] An electronic analog to digital signal converter circuit
(A/DC) (64) converting analog signals (63) to digital signals (65)
for converting the analog signals (63) from the joy stick (78) into
digital signals (65) for use by the FDI (69) processor circuit
which produces resultant flight function and flight direction
program address pointers to the APR (71);
[0062] A Fligh/Function Direction Interpreter FDI (69) circuit to
interpret the converted joy stick's analog signals (63) converted
to digital signals (65) by the A/DC circuit (64) and WOW switch
(66) status signal (68), control console (61) function switches
(77) signals (62) and converts these signals into a digital flight
function and or flight direction memory address pointer for input
to the autopilot programmer processor (APR ) 71;
[0063] An Autopilot reprogrammer (APR) processor circuit (71) which
may be of any design chosen by one skilled in the art to effect
programing of an industry standard autopilot (54). The APR (71)
software program means collates and processes the input command
codes of (62) and (65) by means of the FDI (69) circuit's output
resultant address pointer and initiates preprogramed software
routines stored in PROM (73) based upon the inputs from the FDI
(69), an interrupt signal (67) and the status of the logic level
(68) of the WOW switch (66). The software programs stored in PROM
(73) are formatted for programming the autopilot (54) and are user
defined by one skilled in the art with respect to the type, make
and model of the autopilot employed; the flight functions/modes
allowed or disallowed as being safe or unsafe, logical or
illogical; flight steering (heading) allowed or disallowed as to
being logical or illogical, safe or unsafe with respect to the
flight laws of the aircraft and the airspeed and flight mode of the
UAV such as stationary hover, versus horizontal flight mode and the
like.
[0064] The APR (71) thus decodes the FDIs' (69) flight command and
function addressing code signals of the pilot's desired direction,
speed, or other allowable functions allowed by the SFD's software
according to the UAV's control laws stored in (PROM) 73.
[0065] If the flight direction/function address pointer form the
FDI (69) matches a PROM (73) address containing a valid autopilot
reprogramming software routine then the software routine is
executed by the APR (71) in accordance with the pre-approved user
defined flight direction/function program routine stored at that
PROM memory 73 address. The APR (71) processor thus translates the
FDI (69) code as an address pointer which resolves to a valid
autopilot programming software routine stored at the resolved
address in PROM (73). The software routine at the resolved address
in PROM (73) being formatted to program the particular make and
model of autopilot employed with respect to the user defined UAV
flight laws then the FDI (71) transfers the autopilot flight
programing signals to the Input/Output I/OP interface circuit (75)
(discussed further on in this specification) which subsequently
gates the program data to the autopilot (54) by means of the CRC
processor (70) (discussed further on in this specification) for
direct programming of the autopilot (54) program command registers
accordingly.
[0066] If for some reason an invalid pilot command word is input
via (65) and (62) to the FDI (69) the resultant output address
pointer resolves to an address in the APR's (71) PROM (73) memory
which contains no software routine and thus the APR 71 processor
circuit will take no action to subsequently change the autopilot's
(54) current program setting. The PROM (73) thus having appropriate
user defined software that is unique with respect to the flight
laws of the particular type of aircraft application and specific
brand or manufacturers type of autopilot and digital flight control
system employed may also be employed to set and delimit user
defined safe operations of the aircraft.
[0067] PROM (73) software therefor entails appropriate code and
software routines to govern the APR (71) processor's output
according to the pilots desired flight direction/function commands
specified by the quadrant position of the joy stick (78) and bank
of seven function switches (77) with respect to the unique
combination of flight laws of the particular aircraft flown,
together with the particular make and model of autopilot's
programming format and protocol, and any such user defined software
and code that would also prohibit the pilot form executing unsafe
or illogical flight operations.
[0068] A cyclic redundancy check (CRC) (70) processor circuit may
be of any design chosen by one skilled in the art however, the CRC
(70) software should contain identical flight laws to those also
stored in PROM (73). The CRC (70) circuit compares the output
signals (62) of the function switches (77) from the control console
(61); the output signals 65 of the A/DC (64); and, the output
signals of the FDI (69) and the APR (71) for comparison checks of
the operators flight direction/function commands matching the
address pointer to PROM (73) software as compared to the APR's (71)
output. If the operator's command/function is allowable, i.e. the
address pointer to the APR (71) matches the address pointer of the
CRC (70) and the APR's (71) output matches the command/function
inputs (62) and (65) to the CRC (70) as being valid then the CRC
(70) allows the execution of a preprogrammed flight maneuver by
means of the CRC (70) gating the APRs' (71) outputs for programming
flight function and directional commands into the I/OP (75) by way
of an authorization gate signal (72) generated by the CRC (70)
allowing the output of the APR (71) to be gated into the I/OP (75)
and subsequent programming of the autopilot (54).
[0069] The CRC processor circuit (75) will disallow the gating of a
new redirect/function command from the APR (71) to the I/OP (75) if
a match of all the inputs and outputs of the control console (61),
joy stick (77), WOW (66), A/DC (64), FDI (69), and APR (71) are not
made or are not made within user defined timing limits specified by
it's software to prevent responding to momentary inadvertent
movements of the joy stick, illogical functions of flight or
direction for the particular aircraft flown and current flight mode
of the aircraft, and/or any spurious electrical conditions.
[0070] An input/output processor (I/OP) circuit (75) which can be
any design selected by one skilled in the art which effects the
taking of the outputs of the APR processor (71) as authorized by
the CRCs' (70) gate signal (72) and converts the APR's (71) output
data to a useable protocol and format as determined and conditioned
by PROM (73) outputs (74) for transferring the autopilot
programming commands according to preprogrammed sequenced formats
stored in PROM (73) for a given autopilot (54).
[0071] Feed back status input signals (76) to the I/OP (75) from
the autopilot (54) are processed by the I/OP (75) to assure that
the autopilot (54) has executed the last programming sequence and
is ready to receive additional commands. The input feed back status
signals (76) verifies that the command given by the operator as
translated by the SFD is the command so transferred to the
autopilot (54) and that the autopilot (54) has received the
command, acknowledged its validity and is proceeding to execute the
command.
[0072] When the SFD is employed in a UAV application as disclosed
herein, referring now to FIG. 1, the SFD (58) is integrated into a
ground control station (GCS) (57) which provides the necessary
industry standard data link transceivers (55) in providing a duplex
radio frequency data link (82) by way of a transceivers (55) on
board the UAV for remotely transferring flight direction/function
programming of the autopilot (54) and receiving autopilot status
feedback to and from the SFD (58) and autopilot (54) on board the
aircraft by electrical interface means (83).
[0073] Status and feed back signals from the autopilot (54) onboard
the aircraft back to the SFD (58) in the GCS (57) is also by way of
the duplex radio frequency data link (82) to the radio frequency
data link transceiver (55) in the GCS (57) and subsequently back to
the SFD (58) by way of an electrical interface means (83).
[0074] When the SFD (58) is installed in a manned aircraft
application the feed back interface signals are directly (i.e. hard
wired) as shown in FIG. (2) (76).
[0075] The effect of the SFD on an aircraft when employed with an
industry standard autopilot having a digital flight control system
and both the SFD and the autopilot's computers have corresponding
flight control laws in their respective memories for a given
aircraft type is such that when the pilot places the SFD joy stick
in a given discrete quadrant position and/or a given discrete
flight function switch is activated, the SFD interprets the
operators action and subsequently generates flight
direction/function programming of the autopilot, allowing
therefore, for the safe, continuous, autopilot controlled flight of
an aircraft by the autopilot at all times for both in flight and
ground operations of an aircraft.
[0076] The effect of the SFD therefore, eliminates the requirement
for a skilled pilot to otherwise manually reprogram the autopilot
and/or linearly displace, by way of traditional aircraft control
means of prior art a pilots' control stick, rudder pedals and
throttle to the properly coordinated linear degrees of displacement
of such controls necessary to effectuate a safe and stable flight
maneuver whereas any such flight maneuver could not have been
otherwise safely effected were it not for the pilot's skill and
ability to fly the given aircraft.
[0077] The operation of the SFD is such that all of the aircraft's
flight steering and functions are "directed" by either a skilled
pilot or an unskilled operator. While the SFD is in operation the
operator has no control of the aircraft's flight controls. With the
SFD in operation all of the aircraft's flight operations are
directly controlled, at all times, by the aircraft's autopilot from
start up through out the aircraft's flight including landing and
shut down at the end of the aircraft's mission.
[0078] The inter-operation of the SFD with the autopilot is such
that when the pilot wishes to descend, in horizontal flight mode,
the pilot simply places the joy stick of the SFD anywhere between
the eleven and one-o-clock quadrant position. Subsequently the SFD
will program the autopilot to descend in a preprogrammed sequenced
manner so as to descend the aircraft under autopilot control in
such a way as to avoid any negative flight maneuvers. The SFD will
continue to reprogram the autopilot sequentially to descend the
aircraft in a smooth, safe, and controlled manner until such time a
desired altitude is attained and the pilot releases the joy stick
to return to the spring loaded null position.
[0079] Once the joy stick is released and allowed to return to the
null position the SFD will program the autopilot to stop descending
and maintain the altitude attained while the autopilot
simultaneously maintains all other flight functions such as heading
and airspeed, mode, etc. congruently.
[0080] Likewise when the pilot wishes to ascend the same aforesaid
autopilot programming procedure is effected by the SFD when the
pilot places the joy stick of the SFD anywhere between the five and
seven-o-clock quadrant position.
[0081] In like manner for the aforesaid descent and ascent command
autopilot programming procedure is effected by the SFD for right
turns when the joy stick is placed anywhere between the two thirty
and the three thirty-o-clock quadrant position; or for left turns
anywhere between the eight thirty and nine thirty-o-clock quadrant
position.
[0082] To descend and turn right; the joy stick is placed anywhere
between the one and two thirty-o-clock quadrant position; to ascend
and turn right the joy stick is placed anywhere between the three
thirty and five-o-clock quadrant position; to ascend and turn left
the joy stick is placed anywhere between the seven and eight
thirty-o-clock quadrant position; and to descend and turn left the
joy stick is placed anywhere between the nine thirty and
eleven-o-clock quadrant position.
[0083] When the pilot/operator wishes to perform other flight
directions/functions singularly or coincidentally in combinations
with other allowable flight directions/functions he may do so save
and except for illogical flight directions/functions or
combinations for the current flight mode or ground operations mode
of the aircraft so disallowed by the SFD's software.
[0084] If the pilot wishes to accelerate the aircraft he or she may
do so by actuating the spring loaded, auto return to null,
accelerate/decelerate switch which is one of the bank of seven
switches of FIG. 2 (77), typically in prior art, located in the top
of the joy stick to the twelve-o-clock position with his or her
thumb. The SFD will subsequently generate a function code for
programming of the autopilot to accelerate the aircraft's airspeed.
The SFD will continue to program the autopilot to cause the
aircraft to accelerate as long as the pilot so depresses the spring
loaded, return to null, switch until the accelerate/decelerate
switch is released at which point the SFD software would generate a
stop acceleration flight function code and subsequently program the
autopilot to maintain the speed attained save and except any
airspeed limits established by the SFD's preprogrammed
software.
[0085] Deceleration of the aircraft is accomplished likewise by the
pilot placing the accelerate/decelerate switch to the six-o-clock
position.
[0086] In all flight modes, except stationary hover flight mode,
when the pilot releases the accelerate/decelerate switch, the
switch will return to the null position and the SFD will sense the
pilots action and program the autopilot to stop the acceleration or
deceleration of the aircraft, which ever the case may be, and to
maintain the airspeed so attained.
[0087] The ground operations mode of an aircraft employing an SFD
device is such that when the weight on wheels (WOW) switch (66) of
FIG. 2, is sensed by the SFD indicating that the aircraft is on the
ground then the SFD software will disallow certain illogical flight
functions for ground operation of the aircraft such as hover,
ascend, and descend etc.
[0088] In the case of ground operations such as runway taxiing of
an aircraft employing the SFD; directional operations of the
aircraft are effected by the SFD when the pilot places the joy
stick between the eleven and one-o-clock quadrant position and the
aircraft can be steered on the ground in the forward direction.
Forward movement of the aircraft occurs when the pilot actuates the
acceleration/deceleration switch as aforementioned described to the
twelve-o-clock position to reprogram the autopilot for ground
operation.
[0089] Likewise the aircraft will reverse, (back-up), on the ground
when the joy stick is placed anywhere between the five and
seven-o-clock quadrant position to reprogram the autopilot for a
back up ground operation.
[0090] Similar steering commands are generated by the SFD to
program the autopilot for steering the aircraft on the ground in
the forward left and forward right ground steering etc. as
described earlier for ground steering directional commands.
[0091] The major difference in the functional interaction between
the SFD and the autopilot when the aircraft is on the ground is
that the SFD does not program the autopilot to maintain the
function required when the joy stick and/or
acceleration/deceleration paddle switch is released.
[0092] When the pilot releases the joy stick during ground
operations steering programming directions to the autopilot are
suspended and likewise acceleration/deceleration functions are
suspended when the accelerate/decelerate switch is released to null
at which point the autopilot is programmed to idle the aircraft's
engines and feather the forward and aft propellers.
[0093] For take offs the aircraft is positioned by ground steering
as for either a vertical take off or a horizontal take off. If the
pilot wishes to take off horizontally the pilot actuates the auto
land/auto take off flight function switch being one of the bank of
seven switches of FIG. 2 (77) at which point the SFD in sensing the
actuation of the auto land/auto take off switch and in also sensing
the WOW switch (66) of FIG. 2, the SFD software discerns by means
of WOW switch FIG. 2 (66) and it's associated logic signal FIG. 2
(68) that the aircraft is on the ground and the SFD software will
program the autopilot to initiate a take off sequence as opposed to
any other autopilot programming commands other than ground steering
commands.
[0094] At this point in the conventional horizontal take off
sequence the SFD software causes a delay to occur during which time
the SFD programs the autopilot to accelerate the engine/engines RPM
allowing time for an engine run up in preparation to initiating a
SFD directed horizontal take off sequence. If, within the this time
delay after the auto take off/auto land switch is activated and
within this delay time the hover switch FIG. 2 (77) is sensed by
the SFD's software as being actuated by the pilot, then the
aircraft's autopilot will be programed for a vertical take off
instead of a horizontal take off direction/function reprogramming
commands and the aircraft will take off vertically under the
autopilot's control at a safe preprogrammed incremental rate of
vertical ascent without further pilot action.
[0095] When the WOW switch (66) of FIG. (2) is sensed by the SFD by
means of logic signal (68) of FIG. 2 during the vertical take off
sequence indicating that the aircraft is airborne and clear of the
ground the pilot is allowed by the SFD software to initiate
in-flight directional steering and functions for auto flight hover,
in-flight operations, (as will be defined later herein), at which
point the aircraft may be steered and accelerated or decelerated
from any airspeed ranging from stationary hover to just above
horizontal stall speed. In this flight mode the SFD will
automatically suspend flight direction/function codes for auto
flight hover functions and authorize horizontal flight mode
direction/function codes when the autopilot's flight speed status
of the aircraft is sensed by the SFD that the aircraft's airspeed
attained is an airspeed level above horizontal stall speed.
[0096] If however, the pilot wishes to take off horizontally the
pilot simply does not actuate the hover switch within the delay
period after the pilots actuation of the auto land/auto take off
switch. After the delay time has elapsed without the hover switch
being activated by the pilot the SFD will direct the autopilot to
accelerate the aircraft to horizontal take off speed while allowing
the pilot to steer the aircraft via the autopilot as for ground
operations as long as the SFD senses by way of the WOW switch (66)
of FIG. 2 as indicated by the logic signal of FIG. 2 (68) that the
aircraft is still on the ground until such time the WOW switch 66
of FIG. 2 indicates by means of logic signal (68) of FIG. 2 that
the aircraft is airborne.
[0097] At this point the WOW switch (66) of FIG. 2 deactivates when
the aircraft becomes airborne and upon the SFD sensing this
aircraft status by means of logic signal (68) of FIG. 2, then the
SFD subsequently provides in-flight directional/function steering
according to SFD allowed pilot direction/function programming of
the aircraft's autopilot.
[0098] If, in the case of the example HOVTOL UAV of U.S. Pat. No.
5,890,441, a short horizontal take off is desired by the pilot the
pilot may initiate the hover switch anytime after the aircraft has
begun its horizontal take off run.
[0099] In this case the SFD will sense activation of the hover
switch and will subsequently initiate a autopilot programming
sequence to reprogram the autopilot to augment the horizontal take
off sequence with vertical thrust by programming the autopilot to
open the vertical lift vectoring vanes to augment horizontal thrust
with vertical thrust until the aircraft is airborne as indicated by
WOW switch (66) of FIG. 2 and upon sensing the logic signal of FIG.
2 (68) that the aircraft is airborne and the SFD receives autopilot
feedback by way of FIG. 2, (76) that a safe horizontal airspeed is
attained at which point the SFD will reprogram the autopilot in to
suspend the vertical lift augmentation sequence and to resume
flight direction/function for normal horizontal flight
operations.
[0100] If the aircraft example of U.S. Pat. No. 5,890,441 is in the
horizontal flight mode and the pilot initiates the hover switch the
SFD in sensing activation of same will redirect the autopilot's
program to slow the aircraft down to hover speed and a vertical
flight mode direction/function programming sequence is provided to
the autopilot. In this mode as the SFD senses by way of autopilot
feed back status of FIG. 2, (76) that the aircraft is approaching
horizontal stall speed then the SFD will provide flight
direction/function programming to the autopilot for full vertical
flight direction/function programming of the aircraft's autopilot
to continue to slow the aircraft until a stationary hover of the
aircraft is attained.
[0101] At this point during hover flight mode the SFD directs the
autopilot to allow only vertical flight mode heading steering of
the craft and/or altitude/speed changes while in the hover mode.
Horizontal flight function programming of the autopilot is
suspended by the SFD in this mode.
[0102] During the hover flight mode if the pilot places the joy
stick anywhere between the eleven and one-o-clock quadrant position
the SFD will program the autopilot to descend the aircraft at a
preprogrammed sequential rate until a desired hover altitude is
attained and the pilot releases the joy stick. Upon sensing the joy
stick in the null position the SFD then programs the autopilot to
maintain the hover altitude attained.
[0103] Likewise, a similar sequence of SFD programming to the
autopilot are executed for ascending during hover flight by the
pilot placing the joy stick anywhere between the five and
seven-o-clock quadrant position. Likewise, placing the aircraft at
a different heading during hover flight is accomplished by placing
the joy stick in the appropriate clock quadrant position as for
changing headings in the horizontal flight mode.
[0104] If, however, the pilot wishes to navigate the aircraft
during the hover mode and the pilot does not wish to stay in the
stationary hover mode the pilot may actuate the auto flight switch
at which point the SFD in sensing the auto flight switch directs
the autopilot's programming to maintain hover flight but also allow
in flight steering and function as with horizontal flight mode
except the aircraft's vertical thrust and hover speed is maintained
by the SFD from anywhere between stationary hover (zero knots) to
just above horizontal flight stall speed as determined by the pilot
via the accelerate/decelerate switch.
[0105] When the aircraft is in the non-stationary hover auto flight
mode the SFD allows the pilot to accelerate up to just above
horizontal flight stall speed or decelerate the speed at which the
aircraft hovers down to a stationary hover (zero knots) with
directional steering allowed by the SFD as in the horizontal flight
mode.
[0106] If the pilot wishes to resume normal horizontal flight and
transition from auto flight hover mode the pilot actuates the hover
switch a second time and the SFD will direct the programming of the
autopilot to accelerate the aircraft's auto flight hover speed to
above horizontal flight stall speed. At this point all hover flight
modes are automatically suspended by the SFD at which point the SFD
programs the autopilot to resume horizontal flight mode direction
and functions.
[0107] For vertical landings from the horizontal flight mode the
pilot directs the aircraft via the SFD and autopilot programming of
same to an area desired for a vertical landing and immediately
prior to the final approach, the pilot activates the hover switch
and within a specified delay time the pilot activates the auto
flight switch at which point the SFD in sensing same programs the
autopilot to auto flight hover the aircraft to the exact position
for a landing specified by the pilot via the SFD. When the aircraft
is slowed to a stationary hover and is in position for the vertical
landing specified by the pilot the pilot then activates the auto
land switch at which point the SFD in sensing the auto land switch
and the WOW switch of FIG. (2) (66) by means of logic signal (68)
of FIG. 2, directs the autopilot programming to start a slow,
vertical, and sequential descent for a vertical landing without
further pilot action.
[0108] Upon landing in the vertical flight mode the WOW switch (66)
of FIG. 2 becomes activated by the weight of the aircraft touching
the ground and upon the SFD sensing same by means of logic signal
(68) of FIG. 2, programs the autopilot for ground maneuvering
functions.
[0109] The aircraft having landed may then be ground taxied to a
desired location and upon actuation of the shutdown switch the
aircraft's autopilot is directed by the SFD to shut off all power
and turn off the engine or engines.
[0110] For horizontal landings the pilot directs, via the SFD, the
programming of the autopilot, the position of the aircraft for a
horizontal landing and after the base leg and alignment with the
runway, on final approach, the pilot actuates the auto flight
switch and the pilot subsequently also activates the auto land/take
off switch at which point the SFD senses the WOW switch (66) of
FIG. 2 by means of logic signal (68) of FIG. 2 and the SFD programs
the autopilot to initiate a preprogrammed horizontal landing flight
sequence.
[0111] The autopilot will subsequently slow the aircraft to landing
speed and maintain a slow steady landing descent. The SFD in this
mode will disallow flight functions to the autopilot that would
cause a stall during the horizontal landing sequence or interfere
with the horizontal landing sequence being executed by the
autopilot.
[0112] Upon landing in the horizontal autoland mode when the WOW
switch (66) of FIG. 2 is sensed by means of logic signal (68) of
FIG. 2 then the SFD subsequently programs the autopilot to idle the
engine or engines allow the pilot to ground steer and reverse
thrust the aircraft. Once the aircraft is in position for parking
the pilot may then actuate the auto shutdown switch and shutdown
the aircraft's engine or engines.
[0113] When the aircraft is in the horizontal flight mode and the
pilot wishes the aircraft to fly autonomously a preprogrammed
mission and flight regime resident in the aircraft's digital flight
control computer, the pilot may do so in the horizontal flight mode
by actuation of the auto flight switch. If after a prespecified
delay, and no other flight function is activated by the pilot
during this time, the SFD will direct the autopilot to enter this
preprogrammed flight mission program and the aircraft will assume
autonomous flight according to the said program resident in the
aircraft's flight control computer. The aircraft will then assume
the preprogrammed headings, altitudes, flight modes, airspeeds, and
way points, etc., according to the resident program of the industry
standard digital flight control system's computer.
[0114] If for some reason the aircraft's radio frequency data link
transceiver (55) of FIG. 1, is out of range of the ground control
station's (GCS) (57) of FIG. 1, radio frequency data link
transceiver (55) of FIG. 1, or is otherwise lost (i.e. lost link,
(82) of FIG. 1 lost), which in the case of SFD operation in a
unmanned aerial vehicle application; the autopilot, in not sensing
any status link with the SFD for a predetermined amount of time as
determined by the aircraft's flight control computer's resident
software; will optionally enter into the autonomous auto flight
mode or alternately initiate a return to base preprogrammed flight
regime resident in the flight control computer's memory.
[0115] In the return to base mode the aircraft's autopilot (55) of
FIG. 1, assumes a flight path back to the base where the GCS (57)
of FIG. 1, is resident or another prespecified location designated
by the end user until the radio frequency datalink (82) of FIG. 1,
is reestablished between the SFD (58) and GCS (57) of FIG. 1, and
the aircrafts' autopilot (54) of FIG. 1, at this point the
operator, via the SFD, may suspend the return to base flight mode
and allow direction of the aircraft by the pilot. Or, the pilot may
allow the aircraft to continue to return to base at the pilots'
discretion by the pilots' activation of the return to base switch
(77) of FIG. 2.
[0116] The aforesaid options, of a lost link scenario, must be
decided upon prior to the flight mission and the appropriate option
program selected and preprogrammed into the aircraft's flight
control computer's memory prior to a flight mission.
[0117] Notwithstanding, a lost link scenario, the pilot may
initiate, at any time during autonomous or semiautonomous flight
modes, a return to base direction function code to the autopilot;
providing however, that the aircraft is within radio frequency data
link (82) of FIG. 1, is within operational range of the GCS (57)
FIG. 1; via the SFD (58) of FIG. 1, by the actuation of the return
to base switch (77) of FIG. 2, on the SFD's console (61) of FIG. 2,
which shall cause the SFD to program the autopilot to initiate the
aircraft's flight control computer's preprogrammed return to base,
(i.e. location of the GCS or other prespecified location as
determined by the end user), program.
[0118] If for some reason the SFD receives a flight status back
from the aircraft's autopilot that the aircraft has encountered a
negative flight maneuver or some other in-flight incident or status
not conducive to safe operation; either the pilot or optionally a
preprogrammed SFD action may automatically initiate an emergency
shut down procedure; in the case of a low Reynolds class UAV
applications; to accomplish such tasks as shutting off all engines,
terminating all flight functions, deploying an emergency recovery
parachute and activating any locating beacons such as; visual light
beacons, audio sound beacons, and/or a radio frequency locator
beacon, to aid ground crews in locating and recovering the aircraft
after the mishap.
[0119] As stated earlier in this application it is not the intent
of the inventor to limit the public domain's opportunities of
various electronic/electrical/mechanical design possibilities in
effectuating the application of the Semiautonomous Flight Director
device as cited herein and as such additional function switches may
be added to the SFD as desired by the user to effectuate additional
preprogrammed aircraft flight function/direction or aircraft
mission tasks such as releasing on board stores at predetermined
times, or scenarios to conduct other on board aircraft functions as
may be desired by the user.
[0120] Likewise the Semiautonomous Flight Director device may also
function in applications independent of the example HOVTOL UAV
application of U.S. Pat. No. 5,890,441 identified herein when the
SFD device is appropriately interfaced to any compatible,
commercially available, autopilot having a digital control system
and the combination thereof thus affording a safer operation of an
aircraft, airplane, glider, VTOL aircraft, automobile, or boat
etc.; by an unskilled operator thereof.
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