U.S. patent application number 15/206222 was filed with the patent office on 2017-08-10 for vehicle, system and methods for determining autopilot parameters in a vehicle.
The applicant listed for this patent is Proxy Technologies, Inc.. Invention is credited to Bruce ANDREWS, Patrick C. CESARANO, John KLINGER.
Application Number | 20170227963 15/206222 |
Document ID | / |
Family ID | 57682386 |
Filed Date | 2017-08-10 |
United States Patent
Application |
20170227963 |
Kind Code |
A1 |
KLINGER; John ; et
al. |
August 10, 2017 |
VEHICLE, SYSTEM AND METHODS FOR DETERMINING AUTOPILOT PARAMETERS IN
A VEHICLE
Abstract
Some embodiments are directed to a system for use with a
vehicle, the system including control circuits for controlling an
operation of the vehicle, each of the control circuits implementing
autopilot coefficients. The system further includes a sensor that
is configured to detect control circuits operating in an untuned or
incorrectly tuned state from the control circuits; an electronic
switch that is configured to isolate the control circuits in the
untuned or incorrectly tuned state from other control circuits; a
tuning circuit that is configured to determine tuned values of the
autopilot coefficients corresponding to the control circuits in the
untuned or incorrectly tuned state; the tuned values of the
autopilot coefficients enabling the control circuits to operate in
a tuned state; and a memory to store the tuned values of the
autopilot coefficients, wherein the electronic switch is further
configured to connect the control circuits in the tuned state to
the other control circuits.
Inventors: |
KLINGER; John; (Reston,
VA) ; ANDREWS; Bruce; (Reston, VA) ; CESARANO;
Patrick C.; (Washington, DC) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Proxy Technologies, Inc. |
Reston |
VA |
US |
|
|
Family ID: |
57682386 |
Appl. No.: |
15/206222 |
Filed: |
July 9, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62291344 |
Feb 4, 2016 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G01S 13/02 20130101;
G05D 2201/0207 20130101; G05D 1/104 20130101; H01Q 3/28 20130101;
G01S 19/13 20130101; G01S 2013/0254 20130101; H01Q 3/36 20130101;
G05D 1/0022 20130101; B64C 2201/143 20130101; B64C 2201/021
20130101; B64C 2201/146 20130101; G01S 13/06 20130101; G08G 5/045
20130101; G05D 1/0094 20130101; G05B 13/024 20130101; G05D 1/0202
20130101; B64C 39/024 20130101; H01Q 3/2617 20130101; H04B 7/18506
20130101; G08G 9/02 20130101; G05D 1/0088 20130101; H01Q 3/26
20130101; B64C 2201/024 20130101; G05D 1/0246 20130101; G01S 7/006
20130101; H04B 7/0617 20130101; G06K 9/00637 20130101; G05D 1/02
20130101; B64C 2201/141 20130101; G05D 1/0027 20130101 |
International
Class: |
G05D 1/00 20060101
G05D001/00; G05D 1/02 20060101 G05D001/02 |
Claims
1. A system for use with a vehicle, comprising: a plurality of
control circuits for controlling an operation of the vehicle, each
of the plurality of control circuits implementing one or more
autopilot coefficients; a first controller that is configured to
tune one or more control circuits of the plurality of control
circuits operating in an untuned or incorrectly tuned state; an
electronic switch that is configured to isolate the one or more
control circuits in the untuned or incorrectly tuned state from
other control circuits; a tuning circuit that is configured to
determine tuned values of the autopilot coefficients corresponding
to the one or more control circuits in the untuned or incorrectly
tuned state, the tuned values of the autopilot coefficients
enabling at least one of the control circuits to operate in a tuned
state; a memory that is configured to store the tuned values of the
autopilot coefficients; an autopilot unit being formed by the
plurality of control circuits, and at least one of the electronic
switch, the tuning circuit, the first controller, and the memory; a
sensor connected to the autopilot unit for communicating with the
autopilot unit; and an actuator connected to the autopilot unit for
receiving correctional directions from the autopilot unit; wherein
the electronic switch is further configured to connect the one or
more control circuits in the tuned state, which were initially
operating in the incorrectly tuned state, to the other control
circuits, wherein each of the plurality of control circuits is a
Proportional Integral Derivative (PID) controller, wherein the
autopilot coefficients, which correspond to each of the plurality
of control circuits, are PID coefficients, and wherein the PID
controller is a separate element than the first controller.
2. (canceled)
3. The system of claim 1, wherein the tuning circuit sets is
further configured to adjust values of each of the autopilot
coefficients within a predetermined range; and determine if the one
or more control circuits corresponding to the autopilot
coefficients operate in a tuned state at one or more of the
adjusted values of the autopilot coefficients.
4. The system of claim 3, wherein the tuning circuit is further
configured to: apply a step function to the one or more control
circuits operating in the untuned or incorrectly tuned state; and
monitor outputs of the one or more control circuits, which operate
in the unturned or incorrectly tuned state, correspond to the
adjusted values of the autopilot coefficients.
5. The system of claim 4, wherein the tuning circuit is further
configured to adjust at least one of duration, delays, step
magnitude, step polarity, and a number of steps of the step
function.
6. The system of claim 1, wherein the controller is further
configured to operate the other control circuits during tuning of
the one or more control circuits operating in the untuned or
incorrectly tuned state.
7. The system of claim 1, wherein at least one of the control
circuits of the plurality of control circuits is configured to
regulate a flight control surface of the vehicle.
8. A method for controlling a vehicle operatively coupled to a
controller with the vehicle including a plurality of control
circuits, the method comprising: detecting, by a first controller,
that one or more control circuits are operating in an untuned or
incorrectly tuned state from the plurality of control circuits,
each of the plurality of control circuits implementing one or more
autopilot coefficients to control an operation of the vehicle;
isolating, by an electronic switch, the one or more control
circuits in the untuned or incorrectly tuned state from other
control circuits; determining, by a tuning circuit, tuned values of
the autopilot coefficients corresponding to the one or more control
circuits in the untuned or incorrectly tuned state, the tuned
values of the autopilot coefficients enabling the one or more
control circuits to operate in a tuned state; storing, in a memory,
the tuned values of the autopilot coefficients; and connecting, by
the electronic switch, the one or more control circuits in the
tuned state, which were initially operating in the incorrectly
tuned state, to the other control circuits, wherein each of the
plurality of control circuits is a Proportional Integral Derivative
(PID) controller, wherein the autopilot coefficients, which
correspond to each of the plurality of control circuits, are PID
coefficients, and wherein the PID controller is a separate element
than the first controller.
9. The method of claim 8, further comprising adjusting, by the
tuning circuit, values of each of the autopilot coefficients within
a predetermined range; and determining, by the tuning circuit, if
the one or more control circuits corresponding to the autopilot
coefficients operate in a tuned state at one or more of the
adjusted values of the autopilot coefficients.
10. The method of claim 9, further comprising: applying, by the
tuning circuit, a step function to the one or more control circuits
operating in the untuned or incorrectly tuned state; and
monitoring, by the tuning circuit, outputs of the one or more
control circuits, which operate in the untuned or incorrectly tuned
state, correspond to the adjusted values of the autopilot
coefficients.
11. The method of claim 10, further comprising adjusting, by the
tuning circuit, at least one duration, delays, step magnitude, step
polarity, and a number of steps of the step function.
12. The method of claim 8, further comprising operating, by the
controller, the other control circuits during tuning of the one or
more control circuits operating in the untuned or incorrectly tuned
state.
13. The method of claim 8, further comprising controlling, by at
least one control circuit of the plurality of control circuits, a
flight control surface of the vehicle.
14. An unmanned vehicle comprising: a plurality of control circuits
for controlling an operation of the unmanned vehicle, each of the
plurality of control circuits implementing one or more autopilot
coefficients; a first controller that is configured to tune one or
more control circuits operating in an untuned or incorrectly tuned
state from the plurality of control circuits; an electronic switch
that is configured to isolate the one or more control circuits in
the untuned or incorrectly tuned state from other control circuits;
a tuning circuit that is configured to determine tuned values of
the autopilot coefficients corresponding to the one or more control
circuits in the untuned or incorrectly tuned state, the tuned
values of the autopilot coefficients enabling the or more control
circuits to operate in a tuned state; and a memory that is
configured to store the tuned values of the autopilot coefficients;
wherein the electronic switch is further configured to connect the
one or more control circuits in the tuned state, which were
initially operating in the incorrectly tuned state, to the other
control circuits, wherein each of the plurality of control circuits
is a Proportional Integral Derivative (PID) controller, wherein the
autopilot coefficients, which correspond to each of the plurality
of control circuits, are PID coefficients, and wherein the PID
controller is a separate element than the first controller.
15. (canceled)
16. The unmanned vehicle of claim 14, wherein the tuning circuit is
further configured to: adjust values of each of the autopilot
coefficients within a predetermined range; and determine if the one
or more control circuits corresponding to the autopilot
coefficients operate in a tuned state at one or more of the
adjusted values of the autopilot coefficients.
17. The unmanned vehicle of claim 16, wherein the tuning circuit is
further configured to apply a step function to the one or more
control circuits operating in the untuned or incorrectly tuned
state; and monitor outputs of the one or more control circuits,
which operate in the untuned or incorrectly tuned state, correspond
to the adjusted values of the autopilot coefficients.
18. The unmanned vehicle of claim 17, wherein the tuning circuit is
further configured to adjust at least one duration, delays, step
magnitude, step polarity, and a number of steps of the step
function.
19. The unmanned vehicle of claim 14, wherein the unmanned vehicle
further comprises a communication unit that is configured to
communicate with at least one of another unmanned vehicle and a
base station.
20. The unmanned vehicle of claim 19, wherein a controller of at
least one of the another unmanned vehicle and the base station is
configured to control the other control circuits of the another
unmanned vehicle during tuning of the one or more control circuits
operating in the untuned or incorrectly tuned state.
Description
PRIORITY INFORMATION
[0001] This Application claims priority to provisional Application
62/291,344 filed on Feb. 4, 2016. The substance of Application
62/291,344 is hereby incorporated in its entirety into this
Application.
BACKGROUND
[0002] The disclosed subject matter relates to vehicles, systems
and methods for autopilot operation of vehicles. In particular, the
disclosed subject matter relates to vehicles, systems and methods
for determining autopilot parameters for vehicles. These vehicles
may be unmanned vehicles, optionally manned vehicles, aerial
vehicles, terrestrial vehicles such as cars or all-terrain
vehicles, aquatic or oceanic vehicles such as boats or submarines,
or space vehicles.
[0003] In any or all of these vehicles, it is often customary to
employ an autopilot feature to assume control of the vehicle. Such
a control may be used in conjunction with an operator or pilot, or
can even be used in fully autonomous or unmanned vehicles.
[0004] Control systems facilitating autopilot features are
generally negative feedback-based, in that the autopilot system
senses an undesired change in an aspect of the vehicle's motion,
and applies a negative feedback signal to a vehicle controller to
counteract the undesired (positive) change. For example, an
aircraft facing an unexpected ascension due to an air current is
controlled by steering the vehicle slightly downwards to maintain a
constant altitude.
SUMMARY
[0005] Some related arts use one or more Proportional Integral
Differential (PID) control loops to control one or more aspects of
a vehicle's operation. In this schema, three PID terms (P, I, and
D) are summed to arrive at an overall calculated response u(t) for
the system in which an error term e(t) is desired to be minimized.
In some systems, this approach can be represented as:
u ( t ) = K p e ( t ) + K i .intg. 0 .tau. e ( .tau. ) d .tau. + K
d d e ( t ) d t ##EQU00001##
[0006] The first term represents the "P" (proportional) term, and
is indicative of present error value(s). The second term represents
the "I" (integral) term and accounts for past error value(s). The
third term represents the "D" (derivative) term, and accounts for
future error value(s) based on the instantaneous rate of change of
the error function e(t). Together, these terms allow a control
system to minimize e(t) (and thus u(t)) as e(t) varies in any given
system. Critical to this approach, however, are the constants
K.sub.p, K.sub.i, and K.sub.d, which are scaling factors for each
of the terms, and which must be determined with relative precision
for the feedback process to work accurately.
[0007] Typically, scaling factors of a negative feedback control
system, such as a PID controller, are derived from a process of
trial and error. Some related arts use manual tuning that requires
experienced engineering personnel, while others adopt heuristic
tuning methods, such as Ziegler-Nichols, Cohen-Coon and/or
Astrom-Hagglund as in the case of PID controllers. However, related
arts are limited by the inherent limitations of feedback mechanisms
including constant scaling parameters and no tuning of the feedback
control system with respect to the final application area.
Therefore, the overall performance of the feedback control system
may not be optimal. This is seen typically with PID controllers
wherein the feedback control system does not react to changing
conditions or sudden events typically seen in vehicles that are
aerial, terrestrial, oceanic and/or space-based. Vehicles, in the
course of various applications, typically encounter changing
conditions or sudden events due to a multitude of factors,
including but not limited to, weather, obstacles, turbulence,
noise, decrease in fuel, low visibility, irregular terrain, and so
forth.
[0008] It may therefore be beneficial to provide a control system
and/or method for use with a vehicle that address at least one of
the above issues. For example, it may be beneficial to provide a
control system facilitating an autopilot feature in a vehicle that
operates with minimal system failures.
[0009] It may also be beneficial to provide control system and/or
method for use with a vehicle wherein a step function 302 is
selectively applied to one or more untuned or incorrectly tuned PID
circuits in the system while keeping each of the other PID control
circuits operational.
[0010] Some embodiments are directed to a system for use with a
vehicle, the system including a plurality of control circuits for
controlling an operation of the vehicle, each of the plurality of
control circuits implementing one or more autopilot coefficients.
The system further includes a sensor that is configured to detect
one or more control circuits operating in an untuned or incorrectly
tuned state from the plurality of control circuits; an electronic
switch that is configured to isolate the one or more control
circuits in the untuned or incorrectly tuned state from other
control circuits; a tuning circuit that is configured to determine
tuned values of the autopilot coefficients corresponding to the one
or more control circuits in the untuned or incorrectly tuned state;
the tuned values of the autopilot coefficients enabling the or more
control circuits to operate in a tuned state; and a memory to store
the tuned values of the autopilot coefficients, wherein the
electronic switch is further configured to connect the one or more
control circuits in the tuned state to the other control
circuits.
[0011] Some other embodiments are directed to an unmanned vehicle
for use with a companion unmanned vehicle, the unmanned vehicle
including a plurality of control circuits for controlling an
operation of the unmanned vehicle, each of the plurality of control
circuits implementing one or more autopilot coefficients. The
unmanned vehicle further includes a sensor that is configured to
detect one or more control circuits operating in an untuned or
incorrectly tuned state from the plurality of control circuits; an
electronic switch that is configured to isolate the one or more
control circuits in the untuned or incorrectly tuned state from
other control circuits; a tuning circuit that is configured to
determine tuned values of the autopilot coefficients corresponding
to the one or more control circuits in the untuned or incorrectly
tuned state, the tuned values of the autopilot coefficients
enabling the one or more control circuits to operate in a tuned
state; and a memory to store the tuned values of the autopilot
coefficients, wherein the electronic switch is further configured
to connect the one or more control circuits in the tuned state to
the other control circuits.
[0012] Yet other embodiments are directed a method to controlling a
vehicle operatively coupled to a controller, the vehicle having a
plurality of control circuits, the method including detecting, by a
controller, one or more control circuits operating in an untuned or
incorrectly tuned state from the plurality of control circuits,
each of the plurality of control circuits implementing one or more
autopilot coefficients to control an operation of the vehicle;
isolating, by an electronic switch, the one or more control
circuits in the untuned or incorrectly tuned state from other
control circuits; determining, by a tuning circuit, tuned values of
the autopilot coefficients corresponding to the one or more control
circuits in the untuned or incorrectly tuned state, the tuned
values of the autopilot coefficients enabling the or more control
circuits to operate in a tuned state; storing the tuned values of
the autopilot coefficients; and connecting, by the electronic
switch, the one or more control circuits in the tuned state to the
other control circuits.
BRIEF DESCRIPTION OF DRAWINGS
[0013] The foregoing and other aspects of the embodiments disclosed
herein are best understood from the following detailed description
when read in connection with the accompanying drawings. For the
purpose of illustrating the embodiments disclosed herein, there is
shown in the drawings embodiments that are presently preferred, it
being understood, however, that the embodiments disclosed herein
are not limited to the specific instrumentalities disclosed.
Included in the drawings are the following figures:
[0014] FIG. 1 is a schematic of a plurality of vehicles in
accordance with the disclosed subject matter.
[0015] FIG. 2 illustrates components of one of the vehicles in
accordance with the disclosed subject matter.
[0016] FIG. 3 is a schematic illustrating the application of a step
function 302 to an isolated control circuit.
[0017] FIG. 4 is a method of controlling a vehicle having multiple
control circuits in accordance with the disclosed subject
matter.
[0018] FIG. 5 is a method to determine autopilot parameters in
accordance with the disclosed subject matter.
[0019] FIG. 6 is a computer system that can be used to implement
various exemplary embodiments of the disclosed subject matter.
DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS
[0020] A few inventive aspects of the disclosed embodiments are
explained in detail below with reference to the various figures.
Exemplary embodiments are described to illustrate the disclosed
subject matter, not to limit its scope, which is defined by the
claims. Those of ordinary skill in the art will recognize a number
of equivalent variations of the various features provided in the
description that follows.
I. Unmanned and Optionally-Manned Vehicles
[0021] FIG. 1 is a schematic of a system 100 having a plurality of
unmanned vehicles 102a to 102n (hereinafter vehicle 102), working
in conjunction with each other.
[0022] The vehicle 102, and embodiments are intended to include or
otherwise cover any type of unmanned vehicle, including an unmanned
aerial vehicle, an unmanned terrestrial vehicle, an unmanned space
vehicle, an unmanned aquatic or oceanic vehicle, a drone, a
gyrocopter etc. In fact, embodiments are intended to include or
otherwise cover any type of unmanned vehicle that may stay
geostationary in the sky and also fly at a considerable height near
and/or above inspected target or region of interest. The vehicle
102 is merely provided for exemplary purposes, and the various
inventive aspects are intended to be applied to any type of
unmanned vehicle. In other embodiments, the vehicle 102 and
embodiments are intended to include or otherwise cover any type of
optionally manned/piloted vehicle, including optionally
manned/piloted vehicles operating in air (aircrafts), water, space
and land (driverless cars).
[0023] In some embodiments, the vehicle 102 can be manually
controlled by an operator present at a base station 104.
Communication between the vehicle 102 and the base station 104 may
be established through a network 106. In some other embodiments,
the vehicle 102 may be autonomously controlled based on a
predetermined control strategy. In yet other embodiments, the
vehicle 102 may be semi-autonomously controlled, which involves an
operator entering and/or selecting one or more attributes and
subsequent autonomous control of the unmanned vehicles 102 based on
the entered and/or selected parameters. In fact, embodiments are
intended to include or otherwise cover any type of techniques,
including known, related art, and/or later developed technologies
to control the unmanned vehicle 102. In yet other embodiments, the
vehicles 102 may be part of a network and can communicate with each
other. Systems and methods disclosed enable multiple vehicles to
coordinate their operations or mission objectives with minimum
interference with each other.
[0024] In some embodiments, the vehicles 102 can be facilitated
with manual piloting/driving options along with an autopilot unit
with the pilot/driver being able to view the operations of the
autopilot through a display or the like. If necessary, the
pilot/driver may choose to manually operate the vehicle. For
example, the pilot/driver may manually operate the vehicles 102 in
case of any hardware and/or software faults that may impede
autonomous operation of the vehicles 102.
[0025] For operating purposes, the vehicle 102 and its components
(not shown) can be powered by a power source to provide propulsion.
The power source can be, but is not restricted to, a battery, a
fuel cell, a photovoltaic cell, a combustion engine, fossil fuel,
solar energy, and so forth. Embodiments are intended to include or
otherwise cover any type of power source to provide power to the
unmanned vehicle for its operations.
[0026] In some embodiments, the vehicle 102 can have various
components, such as, but not restricted to, rotors, propellers,
flight control surfaces etc. that control movements and/or
orientation of the vehicle 102, and the like. Embodiments are
intended to include or otherwise cover any other component that may
be control movements and/or orientation of the vehicle 102.
[0027] Further, in some embodiments, the unmanned vehicle 102 can
also include but is not restricted to a processor, a memory, and
the like. In some embodiments, the processor of the unmanned
vehicle 102 can be a single core processor. In alternate
embodiments, the processor can be a multi-core processor.
Embodiments are intended to include or otherwise cover any type of
processor, including known, related art, and/or later developed
technologies to enhance capabilities of processing data and/or
instructions. The memory can be used to store instructions that can
be processed by the processor. Embodiments are intended to include
or otherwise cover any type of memory, including known, related
art, and/or later developed technologies to enhance capabilities of
storing data and/or instructions.
[0028] In some other embodiments, the communication network 106 may
include a data network such as, but not restricted to, the
Internet, local area network (LAN), wide area network (WAN),
metropolitan area network (MAN), etc. In certain embodiments, the
communication network 106 can include a wireless network, such as,
but not restricted to, a cellular network and may employ various
technologies including enhanced data rates for global evolution
(EDGE), general packet radio service (GPRS), global system for
mobile communications (GSM), Internet protocol multimedia subsystem
(IMS), universal mobile telecommunications system (UMTS), etc. In
some embodiments, the communication network 106 may include or
otherwise cover networks or subnetworks, each of which may include,
for example, a wired or wireless data pathway. The communication
network 106 may include a circuit-switched voice network, a
packet-switched data network, or any other network capable for
carrying electronic communications. For example, the network may
include networks based on the Internet protocol (IP) or
asynchronous transfer mode (ATM), and may support voice using, for
example, VoIP, Voice-over-ATM, or other comparable protocols used
for voice data communications. In one implementation, the network
includes a cellular telephone network configured to enable exchange
of text or SMS messages.
[0029] Examples of the communication network 106 may include, but
are not limited to, a personal area network (PAN), a storage area
network (SAN), a home area network (HAN), a campus area network
(CAN), a local area network (LAN), a wide area network (WAN), a
metropolitan area network (MAN), a virtual private network (VPN),
an enterprise private network (EPN), Internet, a global area
network (GAN), and so forth. Embodiments are intended to include or
otherwise cover any type of communication network, including known,
related art, and/or later developed technologies to communicate
with other vehicles 102 and/or the base station 104.
II. Functioning of Autopilot Systems
[0030] FIG. 2 is a schematic of the vehicle 102 with its
components. The vehicle 102 includes an autopilot unit 202, a
sensor 204, an actuator 208 and a communication unit 210. The
autopilot unit 202 further includes a plurality of control circuits
212, a plurality of electronic switches 216, each of which is
linked to each of the control circuits 212, a controller 214, a
tuning circuit 218 with a signal function generator, and a memory
220.
[0031] In some embodiments, the controller 214 retrieves pre-stored
instructions from the memory 220 to implement any preset operations
of the vehicle 200. The preset operations may include navigating
between two known points or in a known terrain, providing automatic
steering control, correcting balance of the vehicle 102 under known
weather conditions or any other potential adverse conditions. The
memory 220 may also store pre-determined conditions or autopilot
parameters for various potential events that may occur during
operation of the vehicle 102. The autopilot unit 202 uses a
plurality of control circuits 212 to maintain the course for the
vehicle 102. Additionally, the controller can also use data
obtained from the sensor 204 to incorporate corrections in the
overall operation of the autopilot unit. In some embodiments, the
sensor 204 can include multiple sensor units, such as, but not
limited to, an inertial measurement unit (IMU), navigation unit(s),
chip(s) incorporating receivers for the Global Positioning System
(GPS) and/or Global Navigation Satellite System (GNSS), heading
sensor(s), pressure sensor(s), accelerometer(s), altimeter(s) and
so forth.
[0032] In an example, the autopilot unit 202 uses the plurality of
control circuits 212 to provide a feedback to counteract an
undesired change in roll, yaw and/or pitch of the vehicle. The
undesired change can be detected by the sensor 204 with a detection
signal. The sensor 204 may further communicate the detection signal
coupled with data pertaining to the change to the control circuits
212. Subsequently, the control circuits 212 generate a feedback
signal for correcting the change and provide an output. The
controller 214 directs the actuator 208 to implement the correction
to correct the undesired change. In some embodiments, the actuator
208 can include servo motors, stepper motors, landing gears,
rudders, rotors, engine controllers, elevator servo, aileron servo,
flap servo, brakes, accelerators, power controllers and the like.
In some embodiments, the control circuits 202 are configured to
regulate a flight control surface of the vehicle 102.
[0033] In some embodiments, the control circuits 212 include
multiple Proportional Integral Differential (PID) controllers.
Typically, PID controllers are directed by values of three
coefficients namely K.sub.p (proportional coefficient), K.sub.i
(integral coefficient) and K.sub.d (differential coefficient). The
PID controller calculation involves the aforementioned
coefficients. The proportional value determines the correction of
current error, the integral value determines correction for a sum
of past errors, and the differential value calculates the
correction for potential errors. By tuning the PID controllers,
i.e., estimating the value of the three coefficients, the PID
controllers can provide course corrections for specific errors or
for specific events occurring during the operation of the vehicle.
The tuning circuit 218 provides the tuning for the control circuits
212. The PID controller coefficients are hereinafter to be termed
as the autopilot coefficients or autopilot parameters.
[0034] In some embodiments, the PID controllers or control circuits
212 may not use all the coefficients at one time but use sets of
one or any two coefficients as part of a control strategy. Some
applications or operations of the vehicle 102 may require only the
proportional value to determine a correction. Other applications
may require the proportional and integral values or the
proportional and differential values for correction. For example,
applications or vehicle operations pertaining to linear motion
typically require only the proportional value to determine course
correction. In case of aerial vehicles facing turbulent weather
conditions, all three coefficients may be required to determine
correction. This is also apparent in the case of course correction
in all three axes of yaw, pitch and roll.
[0035] In some embodiments, the control circuits 212 are tuned for
preset and/or pre-determined events or conditions. Furthermore, in
applications that require multiple PID controllers, individual PID
controllers may be selected while the vehicle is in operation to be
individually tuned (or calibrated) while the remaining PID
controllers are left in their normal operating state, minimizing
the danger of a vehicle collision or other critical malfunction
during vehicle operation. Subsequently, a newly tuned (or
calibrated) PID controller may be allowed to operate in its newly
tuned state while a different PID controller is selected for
tuning.
[0036] The preset tuned parameters (hereinafter termed as autopilot
parameters) corresponding to specific events or conditions are
stored on the memory 220 and are retrieved by the controller 214
when the sensor 204 detects the specific event and/or conditions.
For example, for an aircraft or an aerial unmanned vehicle
traversing a path that is subject to frequent winds in a particular
direction, the sensor 204 can detect the presence of wind and
initiates a control strategy to counteract the effect of the wind
on the vehicle operation. The controller 214 retrieves autopilot
parameters pertaining to this specific condition which is preset
and applies them to the control circuits which in turn provide an
error correction counteracting the wind.
[0037] In some embodiments, the autopilot parameters for preset
conditions may be incorporated as a range of values. The controller
214 determines if the plurality of control circuits 212 operate in
a tuned state at one or more of the preset ranges of values stored
in the memory 220. In some embodiments, the tuning circuit 218
adjusts the autopilot parameters or autopilot coefficients within a
predetermined range.
[0038] One or more control circuits among the plurality of control
circuits 212 can also be detected by the controller 214 and/or the
tuning circuit 218 to not be operating in a tuned state when the
vehicle faces unforeseen events or operation conditions resulting
in a process equation not equivalent to the preset and/or
predetermined parameters stored in the memory 220. In some
embodiments, the controller 214 can detect one or more untuned or
incorrectly tuned control circuits based on data retrieved from the
sensor 204 that shows that correction incorporated by the feedback
from the corresponding control circuits 212 does not counteract the
error in vehicle operation. In yet other embodiments, the tuning
circuit 218 determines if the one or more control circuits
corresponding to the autopilot coefficients operate in a tuned
state at one or more of the adjusted values of the autopilot
coefficients. Subsequently, the controller 214 isolates the untuned
or incorrectly tuned control circuits by disabling the
corresponding electronic switch 216 to each of the untuned or
incorrectly tuned control circuit 212. The control circuits 212
determined to be in the tuned state, are operated by the controller
214 or can be operated manually. The autopilot unit 202 in such a
scenario relinquishes control to the pilot. In some embodiments,
the pilot may control the vehicle 102 via the controller 214. The
pilot may be a separate control system or a human operator. In
other embodiments, the controller 214 directs the communication
unit 210 to transmit a signal to the base station 104 enabling the
base station 104 to pilot the vehicle 102. In yet another
embodiment, the pilot may be a human pilot with the autopilot unit
202 switching to a manual mode. In some embodiments, that require
multiple PID controllers, individual PID controllers are
alternately selected for tuning while other control circuits 212
are maintained in their current states such that tuning can take
place during vehicle operation.
[0039] In some embodiments, the switch 216 may be a single
electronic switch connected serially to the plurality of control
circuits 212. In other embodiments, the switch 216 may be a
plurality of electronic switches, each switch connected serially to
each of the plurality of control circuits 212. In yet other
embodiments, the switch may be any conventional switching circuit
facilitating automatic switching of one or more untuned or
incorrectly tuned control circuits, the one or more untuned or
incorrectly tuned control circuits being either manually programmed
for tuning, or being detected by the controller 214 to be among the
plurality of control circuits 212. In case of the control circuits
which are to be operated by the controller, the pilot or the base
station 104, the switch 216 is kept closed ensuring normal
operation of the control circuits. The switch may be disabled for
the untuned or incorrectly tuned control circuits. The switch 216
may be brought back to a neutral mode at the end of the tuning
process.
[0040] FIG. 3 illustrates the tuning of an isolated untuned or
incorrectly tuned control circuit 212A that is one of the plurality
of control circuits 212.
[0041] Tuning mechanisms implemented can include the application of
a step function 302 to the untuned or incorrectly tuned control
circuit or PID controller 212A. The step function 302 is generated
by a tuning circuit 218 which is the same as the tuning circuit
218. The tuning circuit 218 is configured to adjust at least one of
duration, delays, step magnitude, step polarity, and a number of
steps attributed to the step function 302. The output response from
the PID controller or control circuit 212A can be further
transmitted to a simulator 304, or may be detected by any other
means. The tuning circuit 218 can further adjust the step function
302 based on a response of the step function (say, from the
simulator 304, or by one or more sensors operating during the
vehicle's operation). This step test allows for the determination
of control parameters such as an operation gain, an operation dead
time and an operation time constant attributed to the specific
application or process equation. This test can also be used to
determine the PID control parameters K.sub.p, K.sub.i, and
K.sub.d.
[0042] Dead time is the delay from when the output of the control
circuit 212 is issued until when the controller 214 begins to
respond. In some embodiments, a high value of dead time may also be
used by the controller 214 to detect the untuned or incorrectly
tuned state of one or more control circuits among the control
circuits 212. The operation time constant describes the speed of
response to a change detected and transmitted by the sensor 204.
The operation gain describes the amount of change occurring in the
vehicle operation to a change attributed to unforeseen events faced
by the vehicle 102. Upon determination of these values from the
step response, established tuning methods such as Ziegler-Nichols,
Cohen-Coon, Tyreus-Luyben, Astrom-Hagglund and/or dedicated
software tools for tuning may be used by the controller 214 to
estimate the appropriate autopilot parameters K.sub.p, K.sub.i and
K.sub.d. In some embodiments, the base station 104 may direct the
controller to use the aforementioned tuning methods. In yet another
embodiment, upon determination of these values, manual tuning may
also be implemented by a pilot.
[0043] In FIG. 3, the simulator 304 is a set of information sets,
codes and/or instructions stored on the memory 220 imitating the
vehicle operation. By mimicking the vehicle operation and using the
control circuit 212A, the corresponding operation gain, operation
dead time and operation time constant are determined. In some
embodiments, simulated results may be transmitted by the controller
214 to a display. The display (not shown) may be included as part
of the vehicle 102 or at the base station 104, in which case
simulated results may be transmitted to the base station 104 via
the communication unit 210. The simulator 304 can typically
reproduce the characteristics of the vehicle 102 in an environment
defined by the data retrieved from the sensor 204. The sensor data
corresponds to the event or external conditions faced by the
vehicle wherein one or more untuned or incorrectly tuned control
circuits among the plurality of control circuits 212 are detected
by the controller 214. These results may also be determined
directly by sensors or processors on the vehicle itself.
[0044] Iterations of the application of the step function 302 are
done to determine a range of values for the autopilot coefficients
upon successful implementation in the simulator 304 and to adjust
the autopilot parameters or autopilot coefficients for the
operation of the vehicle 102. The determined autopilot parameters
or autopilot coefficients are stored in the memory 220 and
retrieved when similar events or external conditions are detected
by the sensor 204 and/or the controller 214.
III. Determination of Autopilot Parameters
[0045] FIG. 4 illustrates a method 400 to implement a tuning
strategy for control the vehicle 102 in accordance with the
disclosed subject matter. This flowchart is merely provided for
exemplary purposes, and embodiments are intended to include or
otherwise cover any methods or procedures for inspecting an object
by using an unmanned vehicle.
[0046] In accordance with the flowchart of FIG. 4, at step 402, the
control circuits among the plurality of control circuits 212 are
detected by the controller 214 and/or the tuning circuit 218 to not
operate in a tuned state when the vehicle faces unforeseen events
or operation conditions. In some embodiments, the controller 214
can detect one or more untuned or incorrectly tuned control
circuits based on data retrieved from the sensor 204 that shows
that correction incorporated by the feedback from the corresponding
control circuits 212 does not counteract the error in vehicle
operation. In yet other embodiments, the tuning circuit 218
determines if the one or more control circuits corresponding to the
autopilot coefficients operate in a tuned state at one or more of
the adjusted values of the autopilot coefficients.
[0047] At step 404, the controller 214 isolates the untuned or
incorrectly tuned control circuits 202 by disabling the
corresponding electronic switch 216 to each of the untuned or
incorrectly tuned control circuit 212. The control circuits 212
determined to be in the tuned state, are operated by the controller
214 or can be operated manually.
[0048] At step 406, the values of autopilot parameters are
determined by the application of step function 302 by the tuning
circuit 218 and established tuning methods such as Ziegler-Nichols,
Cohen-Coon, Tyreus-Luyben, Astrom-Hagglund and/or dedicated
software tools for tuning may be used by the controller 214 to
estimate the appropriate autopilot parameters K.sub.p, K.sub.i and
K.sub.d. Over multiple iterations, the tuning circuit adjusts at
least duration, delays, step magnitude, step polarity and a number
of steps of the step function to obtain a range of values of the
autopilot coefficients.
[0049] At step 408, the determined autopilot coefficients are used
to operate the untuned or incorrectly tuned control circuits 202.
In some embodiments, the control circuits 202 use the determined
autopilot coefficients to regulate a flight control surface of the
vehicle 102.
[0050] At step 410, the isolated control circuits are reconnected
to the other control circuits 202. The determined autopilot
coefficients are stored in the memory 220 for future use.
[0051] FIG. 5 is a flowchart of a method 500 for selectively
applying a step function 302 to the isolated control circuit 212A
and subsequently tuning the control circuit 212A to determine the
most appropriate ranges of autopilot parameters or autopilot
coefficients enabling the autopilot unit 202 to function when faced
with unforeseen events during the course of the operation of
vehicle 102.
[0052] In accordance with the flowchart of FIG. 5, the method 500
of tuning an isolated untuned or incorrectly tuned control circuit
212A that is one of the plurality of control circuits 212 is
described. At step 502, the tuning circuit 218 applies a step
function 302 to the isolated control circuit 212A. The step
function 302 is generated by a tuning circuit 218 which is the same
as the tuning circuit 218. The tuning circuit 218 is configured to
adjust at least one of duration, delays, step magnitude, step
polarity, and a number of steps attributed to the step function
302. The output response from the PID controller or control circuit
212A is further transmitted to a simulator 304 or other hardware or
software detecting/processing elements. The tuning circuit 218
further adjusts the step function 302 based on response of
simulator 304. This step test allows the determination of control
parameters such as operation gain, operation dead time and
operation time constant. attributed to the specific application or
process equation.
[0053] At step 504, the step response is applied to a simulator
304. The simulator 304 is a set of information sets, codes and/or
instructions stored on the memory 220 imitating the vehicle
operation. The corresponding operation gain, operation dead time
and operation time constant are determined during the course of
simulation. In some embodiments, the simulated results may be
transmitted by the controller 214 to a display. The display (not
shown) may be included as part of the vehicle or at the base
station 104, in which case simulated results may be transmitted to
the base station 104 via the communication unit 210. The simulator
304 typically reproduces the characteristics of the vehicle 102 in
an environment defined by the data retrieved from the sensor 204.
The sensor data corresponds to the event or external conditions
faced by the vehicle wherein one or more untuned or incorrectly
tuned control circuits among the plurality of control circuits 212
are detected by the controller 214. The simulated output response
may be iteratively determined by feeding back changes in the step
function 302. In some embodiments, the simulated output may be
compared to a reference state at the base station 104 or the
controller 214.
[0054] At step 506, the autopilot coefficients are determined and
appropriate adjustments are made. The simulated output is accepted
when the error or dead time is below a tolerance value. Iterations
are repeated until the values of autopilot coefficients are within
a tolerance range.
[0055] At step 510, the determined autopilot coefficients are
stored in the memory 220 and retrieved when similar events or
external conditions are detected by the sensor 204 and/or the
controller 214.
[0056] At step 512, the switch 216 is enabled such that the
isolated control circuits among the plurality of control circuits
212 function along with the other components of the vehicle
102.
IV. Exemplary Embodiments
[0057] In accordance with disclosed subject matter, an exemplary
scenario includes a plurality of vehicles 102 working in
conjunction with each other and determining the autopilot
coefficients without interrupting their operation. The plurality of
vehicles 102 may be tasked to navigate as a coordinated group along
a planned trajectory. The memory 220 on each of the vehicles 102 is
stored with data relating to the task at hand such as the past,
present and future locations of each of the vehicles, the path
information, locations at which a steering action is required and
so forth. The control circuits 212 on each of the vehicles employ
corrective control strategies based on the stored data
corresponding to the task and data from the sensor 204.
Accordingly, the tuning circuit 218 on each of the vehicles 102
adjusts the autopilot coefficients within a pre-determined range as
defined by data stored on the memory 220. If any change sensed by
the sensor 204 that corresponds to preset conditions stored on the
memory 220, the autopilot parameters are appropriately adjusted by
the tuning circuit 218 to counteract the change. For example, the
change can arise due to an expected turn or steering action at a
specific location. The change can be detected by the sensor 204 on
one or more vehicles 102. Accordingly, the control circuits 212 on
the vehicles that have detected the change employ corrective
control strategies by adjusting the autopilot coefficients via the
controller 214 and/or the tuning circuit 218. The communication
unit 210 can communicate to the rest of the vehicles 2012 and/or
the base station 104 data corresponding to the change and the
corrective control strategy employed. Accordingly, the rest of the
vehicles 102 can determine if similar control strategies need to be
employed and execute similar actions respectively or the base
station 104 can direct the rest of the vehicles 102 to employ
similar corrective control strategies by appropriate adjustment of
autopilot parameters.
[0058] The plurality of vehicles 102 can face unforeseen events
such as turbulent weather conditions. Resultant changes are
detected by the sensor 204 on each of the vehicles 102.
Alternately, the base station 104 or at least one of the plurality
of vehicles 102 can detect an unforeseen event and communicate
corresponding data or information to the rest of the plurality of
vehicles 102. In accordance with the disclosed subject matter, the
detection of an unforeseen event can also occur due to the dead
time, control gain and/or time constant deviating from a
permissible or tolerable range of values. Subsequently, the
controller 214 disables the switches 216 of one or more control
circuits 212 that are out of tune with the desired autopilot
coefficients. The rest of the control circuits may operate normally
and can be remotely operated by the base station 104 or the
controller 214 or a human pilot such that the vehicles 102 are on
course.
[0059] A step function 302 is applied to the one or more untuned or
incorrectly tuned control circuits 212 with disabled switches 216
by the tuning circuit 218. The tuning circuit 218 is configured to
adjust at least one of duration, delays, step magnitude, step
polarity, and a number of steps attributed to the step function
302. The output response from the PID controller or control circuit
212A is further transmitted to a simulator 304. The tuning circuit
218 further adjusts the step function 302 based on response of
simulator 304. This step test allows the determination of control
parameters such as an operation gain, an operation dead time and an
operation time constant attributed to the specific application or
process equation. Upon determination of these values from the step
response, established tuning methods such as Ziegler-Nichols,
Cohen-Coon, Tyreus-Luyben, Astrom-Hagglund and/or dedicated
software tools for tuning may be used by the controller 214 to
estimate the appropriate autopilot parameters K.sub.p, K.sub.i and
K.sub.d. In some embodiments, the base station 104 may direct the
controller 214 to use the aforementioned tuning methods. In yet
another embodiment, upon determination of these values, manual
tuning may also be implemented by a pilot. The determined autopilot
parameters or autopilot coefficients are stored in the memory 220
and retrieved when similar events or external conditions are
detected by the sensor 204 and/or the controller 214.
[0060] Subsequently, upon determination and storing of the
autopilot parameters, the isolated control circuits 212 resume
operation. The new values may be communicated to other vehicles 102
via the communication unit 210. Based on the new values of
autopilot coefficients, the other vehicles 102 may undergo similar
tuning processes to maintain the combined course of the plurality
of vehicles 102.
V. Other Exemplary Embodiments
[0061] FIG. 6 illustrates a computer system 600 upon which the
operation of the controller 214, tuning circuit 218, control
circuits 212 and switch 216 may be implemented. Although, the
computer system 600 is depicted with respect to a particular device
or equipment, it is contemplated that other devices or equipment
(e.g., network elements, servers, etc.) within FIG. 6 can deploy
the illustrated hardware and components of system. The computer
system 600 is programmed (e.g., via computer program code or
instructions) to inspect the objects by using one or more vehicles
described herein and includes a communication mechanism such as a
bus 602 for passing information between other internal and external
components of the computer system 600. Information (also called
data) is represented as a physical expression of a measurable
phenomenon, typically electric voltages, but including, in other
embodiments, such phenomena as magnetic, electromagnetic, pressure,
chemical, biological, molecular, atomic, sub-atomic and quantum
interactions. For example, north and south magnetic fields, or a
zero and non-zero electric voltage, represent two states (0, 1) of
a binary digit (bit). Other phenomena can represent digits of a
higher base. A superposition of multiple simultaneous quantum
states before measurement represents a quantum bit (qubit). A
sequence of one or more digits constitutes digital data that is
used to represent a number or code for a character. In some
embodiments, information called analog data is represented by a
near continuum of measurable values within a particular range. The
computer system 600, or a portion thereof, constitutes a means for
performing one or more steps for inspecting the objects by using
one or more vehicles.
[0062] A bus 602 includes one or more parallel conductors of
information so that information is transferred quickly among
devices coupled to the bus 602. One or more processors 604 for
processing information are coupled with the bus 602.
[0063] The processor (or multiple processors) 604 performs a set of
operations on information as specified by computer program code
related to inspect the objects by using one or more vehicles. The
computer program code is a set of instructions or statements
providing instructions for the operation of the processor 604
and/or the computer system 600 to perform specified functions. The
code, for example, may be written in a computer programming
language that is compiled into a native instruction set of the
processor 604. The code may also be written directly using the
native instruction set (e.g., machine language). The set of
operations include bringing information in from the bus 602 and
placing information on the bus 602. The set of operations also
typically include comparing two or more units of information,
shifting positions of units of information, and combining two or
more units of information, such as by addition or multiplication or
logical operations like OR, exclusive OR (XOR), and AND. Each
operation of the set of operations that can be performed by the
processor is represented to the processor by information called
instructions, such as an operation code of one or more digits. A
sequence of operations to be executed by the processor 604, such as
a sequence of operation codes, constitute processor instructions,
also called computer system instructions or, simply, computer
instructions. The processors 604 may be implemented as mechanical,
electrical, magnetic, optical, chemical, or quantum components,
among others, alone or in combination.
[0064] The computer system 600 also includes a memory 606 coupled
to the bus 602. The memory 606, such as a Random Access Memory
(RAM) or any other dynamic storage device, stores information
including processor instructions for storing information and
instructions to be executed by the processor 604. The dynamic
memory 606 allows information stored therein to be changed by the
computer system 600. RAM allows a unit of information stored at a
location called a memory address to be stored and retrieved
independently of information at neighboring addresses. The memory
606 is also used by the processor 604 to store temporary values
during execution of processor instructions. The computer system 600
also includes a Read Only Memory (ROM) or any other static storage
device coupled to the bus 602 for storing static information,
including instructions, that is not changed by the computer system
600. Some memory is composed of volatile storage that loses the
information stored thereon when power is lost. Also coupled to the
bus 602 is a non-volatile (persistent) storage device 608, such as
a magnetic disk, a solid state disk, optical disk or flash card,
for storing information, including instructions, that persists even
when the computer system 600 is turned off or otherwise loses
power.
[0065] Information, including instructions for inspecting the
objects by using one or more vehicles is provided to the bus 602
for use by the processor 604 from an external input device 610,
such as a keyboard containing alphanumeric keys operated by a human
user, a microphone, an Infrared (IR) remote control, a joystick, a
game pad, a stylus pen, a touch screen, or a sensor. The sensor
detects conditions in its vicinity and transforms those detections
into physical expression compatible with the measurable phenomenon
used to represent information in the computer system 600. Other
external devices coupled to the bus 602, used primarily for
interacting with humans, include a display 612, such as a Cathode
Ray Tube (CRT), a Liquid Crystal Display (LCD), a Light Emitting
Diode (LED) display, an organic LED (OLED) display, active matrix
display, Electrophoretic Display (EPD), a plasma screen, or a
printer for presenting text or images; a pointing device 617, such
as a mouse, a trackball, cursor direction keys, or a motion sensor,
for controlling a position of a small cursor image presented on the
display 612 and issuing commands associated with graphical elements
presented on the display 612; and one or more camera sensors 614
for capturing, recording and causing to store one or more still
and/or moving images (e.g., videos, movies, etc.) which also may
comprise audio recordings. Further, the display 612 may be a touch
enabled display such as capacitive or resistive screen. In some
embodiments, for example, in embodiments in which the computer
system 600 performs all functions automatically without human
input, one or more of the external input device 610, and the
display device 612 may be omitted.
[0066] In the illustrated embodiment, special purpose hardware,
such as an ASIC 616, is coupled to the bus 602. The special purpose
hardware is configured to perform operations not performed by the
processor 604 quickly enough for special purposes. Examples of
ASICs include graphics accelerator cards for generating images for
the display 612, cryptographic boards for encrypting and decrypting
messages sent over a network, speech recognition, and interfaces to
special external devices, such as robotic arms and medical scanning
equipment that repeatedly perform some complex sequence of
operations that are more efficiently implemented in hardware.
[0067] The computer system 600 also includes one or more instances
of a communication interface 618 coupled to the bus 602. The
communication interface 618 provides a one-way or two-way
communication coupling to a variety of external devices that
operate with their own processors, such as printers, scanners and
external disks. In general, the coupling is with a network link 620
that is connected to a local network 622 to which a variety of
external devices with their own processors are connected. For
example, the communication interface 618 may be a parallel port or
a serial port or a Universal Serial Bus (USB) port on a personal
computer. In some embodiments, the communication interface 618 is
an Integrated Services Digital Network (ISDN) card, a Digital
Subscriber Line (DSL) card, or a telephone modem that provides an
information communication connection to a corresponding type of a
telephone line. In some embodiments, the communication interface
618 is a cable modem that converts signals on the bus 602 into
signals for a communication connection over a coaxial cable or into
optical signals for a communication connection over a fiber optic
cable. As another example, the communications interface 618 may be
a Local Area Network (LAN) card to provide a data communication
connection to a compatible LAN, such as Ethernet.TM. or an
Asynchronous Transfer Mode (ATM) network. In one embodiment,
wireless links may also be implemented. For wireless links, the
communication interface 618 sends or receives or both sends and
receives electrical, acoustic or electromagnetic signals, including
infrared and optical signals that carry information streams, such
as digital data. For example, in wireless handheld devices, such as
mobile telephones like cell phones, the communication interface 618
includes a radio band electromagnetic transmitter and receiver
called a radio transceiver. In certain embodiments, the
communication interface 618 enables connection to the communication
network 622 for inspecting the objects by using one or more
vehicles. Further, the communication interface 618 can include
peripheral interface devices, such as a thunderbolt interface, a
Personal Computer Memory Card International Association (PCMCIA)
interface, etc. Although a single communication interface 618 is
depicted, multiple communication interfaces can also be
employed.
[0068] The term "computer-readable medium" as used herein refers to
any medium that participates in providing information to the
processor 604, including instructions for execution. Such a medium
may take many forms, including, but not limited to,
computer-readable storage medium (e.g., non-volatile media,
volatile media), and transmission media. Non-transitory media, such
as non-volatile media, include, for example, optical or magnetic
disks, such as the storage device 608. Volatile media include, for
example, the dynamic memory 606. Transmission media include, for
example, twisted pair cables, coaxial cables, copper wire, fiber
optic cables, and carrier waves that travel through space without
wires or cables, such as acoustic waves, optical or electromagnetic
waves, including radio, optical and infrared waves. Signals include
man-made transient variations in amplitude, frequency, phase,
polarization or other physical properties transmitted through the
transmission media. Common forms of computer-readable media
include, for example, a floppy disk, a flexible disk, hard disk,
magnetic tape, any other magnetic medium, a USB flash drive, a
Blu-ray disk, a CD-ROM, CDRW, DVD, any other optical medium, punch
cards, paper tape, optical mark sheets, any other physical medium
with patterns of holes or other optically recognizable indicia, a
RAM, a PROM, an EPROM, a FLASH-EPROM, an EEPROM, a flash memory,
any other memory chip or cartridge, a carrier wave, or any other
medium from which a computer can read. The term computer-readable
storage medium is used herein to refer to any computer-readable
medium except transmission media.
[0069] Logic encoded in one or more tangible media includes one or
both of processor instructions on a computer-readable storage media
and special purpose hardware, such as ASIC 616.
[0070] The network link 620 typically provides information
communication using transmission media through one or more networks
to other devices that use or process the information. For example,
the network link 620 may provide a connection through the local
network 622 to a host computer 624 or to ISP equipment operated by
an Internet Service Provider (ISP).
[0071] A computer called a server host 626, connected to the
Internet, hosts a process that provides a service in response to
information received over the Internet. For example, the server 626
hosts a process that provides information representing video data
for presentation at the display 612. It is contemplated that the
components of the computer system 600 can be deployed in various
configurations within other computer systems, e.g., the host 624
and the server 626.
[0072] At least some embodiments of the invention are related to
the use of the computer system 600 for implementing some or all of
the techniques described herein. According to one embodiment of the
invention, those techniques are performed by the computer system
600 in response to the processor 604 executing one or more
sequences of one or more processor instructions contained in the
memory 606. Such instructions, also called computer instructions,
software and program code, may be read into the memory 606 from
another computer-readable medium such as the storage device 608 or
the network link 620. Execution of the sequences of instructions
contained in the memory 606 causes the processor 604 to perform one
or more of the method steps described herein. In alternative
embodiments, hardware, such as the ASIC 616, may be used in place
of or in combination with software to implement the invention.
Thus, embodiments of the invention are not limited to any specific
combination of hardware and software, unless otherwise explicitly
stated herein.
[0073] Various forms of computer readable media may be involved in
carrying one or more sequence of instructions or data or both to
the processor 604 for execution. For example, instructions and data
may initially be carried on a magnetic disk of a remote computer
such as the host 624. The remote computer loads the instructions
and data into its dynamic memory and sends the instructions and
data over a telephone line using a modem. A modem local to the
computer system 600 receives the instructions and data on a
telephone line and uses an infra-red transmitter to convert the
instructions and data to a signal on an infra-red carrier wave
serving as the network link 620. An infrared detector serving as
the communication interface 618 receives the instructions and data
carried in the infrared signal and places information representing
the instructions and data onto the bus 602. The bus 602 carries the
information to the memory 606 from which the processor 604
retrieves and executes the instructions using some of the data sent
with the instructions. The instructions and data received in the
memory 606 may optionally be stored on the storage device 608,
either before or after execution by the processor 604.
V. Alternative Embodiments
[0074] While certain embodiments of the invention are described
above, and FIGS. 1 to 6 disclose the best mode for practicing the
various inventive aspects. It should be understood that the
invention can be embodied and configured in many different ways
without departing from the scope of the invention.
[0075] Embodiments are disclosed above in the context of a vehicle
and/or a group of vehicles. However, embodiments are intended to
include or otherwise cover any type of vehicle including aircrafts,
cars, ships, unmanned vehicle, gyrocopter, drone, optionally manned
vehicle etc.
[0076] The vehicles 102 can be used to achieve a mission objective.
For example, the vehicles 102 can also operate as a type of
satellite (relaying data to and from communications equipment) to
assess data rate transmission and thereby assess performance,
damage, etc., of the communications equipment. Unmanned vehicle
groups can use electronic assessments to selectively
transmit/receive signals from different members of the swarm to
perform precise directional analysis of signals,
[0077] Unmanned vehicles and vehicle groups can use electronic
assessments to detect nonlinear signals, such as are produced in
response to electronically pinging a nonlinear device (cell phone,
laptop, router, walkie-talkie, etc.). Unmanned vehicles and vehicle
swarms can use electronic assessments to detect changes in the
atmosphere (such as the 60 GHz H.sub.2O resonant frequency) to
perform atmospheric analysis (i.e., ozone levels, pollution,
glacial melting, organic growth (forest depletion), etc.). These
devices are often used in the detonation of improvised explosive
devices (IEDs). In each of the aforementioned applications, control
strategies can be implemented to achieve the mission objectives.
Preset data is used to initialize operations and upon detection of
any unforeseen events during the course of the mission, control
strategy is manipulated by the tuning methods as disclosed by the
embodiments of the invention described in previous sections. New
control parameters for untuned or incorrectly tuned control
circuits are determined after isolating the untuned or incorrectly
tuned control circuits and applying a step function 302 to these
control circuits. The output response is transmitted to a simulator
replicating the environment pertaining to the application or
mission objective. A simulated environment is replicated by the use
of retrieved data from sensors and the memory. This is done to
simulate the unforeseen events during the course of the mission
objective.
[0078] Exemplary embodiments are also intended to cover any
additional or alternative components of the vehicle disclosed
above. Exemplary embodiments are further intended to cover omission
of any component of the vehicle disclosed above.
[0079] Exemplary embodiments are also intended to include and/or
otherwise a v-formation of a fleet of unmanned vehicles, which can
cause each of the unmanned vehicles to be well separated. However,
embodiments of the disclosed subject matter are intended to include
or otherwise cover any type of formation that may be
beneficial.
[0080] Exemplary embodiments are also intended to include and/or
otherwise use aircrafts with dedicated autopilot systems. The
aircraft can be autonomously piloted using the autopilot system,
the manual mode activated upon detection of untuned or incorrectly
tuned control circuits. The untuned or incorrectly tuned control
circuits are separated from the normal operation and are subject to
a step response along with a tuning method (Ziegler-Nichols,
Ziegler-Nichols, Cohen-Coon, Tyreus-Luyben, Astrom-Hagglund and/or
dedicated software tools for tuning). Upon determination of
appropriate autopilot parameters or autopilot coefficients, the
autopilot system returns to normal operation. Such a process offers
dynamic tuning of the control circuits 212 with minimal system
failure or break in vehicle operation. By storing and retrieving
the determined autopilot coefficients, the autopilot unit 202 is
made adaptable.
[0081] Embodiments are also intended to include or otherwise cover
methods of manufacturing the vehicle disclosed above. The methods
of manufacturing include or otherwise cover processors and computer
programs implemented by processors used to design various elements
of the vehicle disclosed above.
[0082] Exemplary embodiments are intended to cover all software or
computer programs capable of enabling processors to implement the
above operations, designs and determinations. Exemplary embodiments
are also intended to cover any and all currently known, related art
or later developed non-transitory recording or storage mediums
(such as a CD-ROM, DVD-ROM, hard drive, RAM, ROM, floppy disc,
magnetic tape cassette, etc.) that record or store such software or
computer programs. Exemplary embodiments are further intended to
cover such software, computer programs, systems and/or processes
provided through any other currently known, related art, or later
developed medium (such as transitory mediums, carrier waves, etc.),
usable for implementing the exemplary operations of airbag housing
assemblies disclosed above.
[0083] In accordance with the exemplary embodiments, the disclosed
computer programs can be executed in many exemplary ways, such as
an application that is resident in the memory of a device or as a
hosted application that is being executed on a server and
communicating with the device application or browser via a number
of standard protocols, such as TCP/IP, HTTP, XML, SOAP, REST, JSON
and other sufficient protocols. The disclosed computer programs can
be written in exemplary programming languages that execute from
memory on the device or from a hosted server, such as BASIC, COBOL,
C, C++, Java, Pascal, or scripting languages such as JavaScript,
Python, Ruby, PHP, Perl or other sufficient programming
languages.
[0084] Some of the disclosed embodiments include or otherwise
involve data transfer over a network, such as communicating various
inputs over the network. The network may include, for example, one
or more of the Internet, Wide Area Networks (WANs), Local Area
Networks (LANs), analog or digital wired and wireless telephone
networks (e.g., a PSTN, Integrated Services Digital Network (ISDN),
a cellular network, and Digital Subscriber Line (xDSL)), radio,
television, cable, satellite, and/or any other delivery or
tunneling mechanism for carrying data. Network may include multiple
networks or subnetworks, each of which may include, for example, a
wired or wireless data pathway. The network may include a
circuit-switched voice network, a packet-switched data network, or
any other network able to carry electronic communications. For
example, the network may include networks based on the Internet
protocol (IP) or asynchronous transfer mode (ATM), and may support
voice using, for example, VoIP, Voice-over-ATM, or other comparable
protocols used for voice data communications. In one
implementation, the network includes a cellular telephone network
configured to enable exchange of text or SMS messages.
[0085] Examples of a network include, but are not limited to, a
personal area network (PAN), a storage area network (SAN), a home
area network (HAN), a campus area network (CAN), a local area
network (LAN), a wide area network (WAN), a metropolitan area
network (MAN), a virtual private network (VPN), an enterprise
private network (EPN), Internet, a global area network (GAN), and
so forth.
[0086] While the subject matter has been described in detail with
reference to exemplary embodiments thereof, it will be apparent to
one skilled in the art that various changes can be made, and
equivalents employed, without departing from the scope of the
invention. All related art references discussed in the above
Background section are hereby incorporated by reference in their
entirety.
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