Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02773702 2012-04-05
CONTROL SYSTEM FOR VEHICLES
This application is a division of Canadian Application No. 2,555,836 filed on
March 25,
2004.
Technical Field
The present invention relates in general to the field of control systems for
vehicles. In particular, the present invention relates to a control system for
causing a
vehicle to have a selected position or selected velocity relative to a
reference
vehicle.
Description of the Prior Art
Remote control of an aircraft is typically done by commanding the airspeed or
inertial speed (groundspeed) of the vehicle, and the direction of the velocity
is
selected by controlling the heading of the vehicle. The control inputs are
usually
commands given in terms of the longitudinal, lateral, or directional axis of
the aircraft.
Therefore, if an operator controlling the aircraft wants the aircraft to move
in a certain
direction, the operator must know in which direction the aircraft is pointing
to
determine which axis of control must be used, and in which direction, in order
to
make the aircraft move in the desired direction. When controlling the aircraft
relative
to another moving vehicle, the operator must also know the velocity and
direction of
the moving vehicle.
Several methods of controlling vehicles relative to another vehicle have been
used, including using sensors on the controlled vehicle to determine the
proximity or
position of the reference vehicle. This method has been used in, for example,
automotive cruise-control systems, such as those disclosed in U.S. Pub. Nos.
US
2002/0072843 and US 2003/0004633. In U.S. Pat. No. 5,768,131, a radar system
carried on the controlled vehicle is used to measure the distance and speed
relative
to vehicles in front of the controlled vehicle. Other systems have included
cameras,
such as U.S. Pat. No. 6,324,295 to Valery, et al., or a light source and
reflector, such
as U.S. Pat. No. 5,530,650 to Bifemo, et al., used for determining relative
positions
and motions of aircraft during refueling.
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Although there have been significant developments over the years in the area
of remote control of aircraft and other vehicles, considerable shortcomings
remain. If
an operator wants to operate a controlled vehicle relative to a moving object,
such as
another vehicle, the operator must consider the position and velocity of both
the
controlled vehicle and the object, making controlling the controlled vehicle a
more
difficult task.
Summary of the Invention
There is a need for an improved control system for vehicles.
Therefore, it is an object of the present invention to provide an improved
control system for vehicles.
This object is achieved by providing a system allowing easy control of the
position and velocity of a controlled vehicle relative to a reference vehicle
or object.
A sensor system disposed on the controlled vehicle senses the position of the
controlled vehicle and inertial movement of the controlled vehicle, and a
receiver
disposed on the controlled vehicle receives transmitted data communicating the
position and movement of a reference vehicle. The sensor system communicates
data representing the position and the inertial movement of the controlled
vehicle to
a control system disposed on the controlled vehicle for comparison to the data
from
the receiver, allowing calculation of the position and motion of the
controlled vehicle
relative to the reference vehicle. Data representing a selected position
and/or
velocity of the controlled vehicle relative to the reference vehicle is
compared to the
calculated relative position and relative velocity, and the control system
commands
devices on the controlled vehicle to maneuver the controlled vehicle so as to
eliminate the error between the calculated and selected values.
For example, the present invention allows control of an aircraft relative to
the
speed and direction of the reference vehicle. This control is independent of
the wind
or other motions of the reference vehicle, i.e., motion of a ship at sea that
is caused
by waves. Also, the velocity and position commands are independent of the
attitude
or heading of the aircraft or the reference vehicle. In the case of an
aircraft
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approaching a moving ship on which it is to land, the commands can be in the
X, Y,
Z coordinate system relative to the ship. Thus, a command in the X-direction
will
move the vehicle in the bow/stem direction and a command in the Y-direction
will
move the vehicle in the port/starboard direction. A command in the Z-direction
will
change the vertical position and/or velocity relative to the moving ship.
The aircraft carries sensors for determining the position relative to the
earth
and inertial movements of the aircraft and carries a receiver for receiving
data
signals transmitted to the aircraft. The reference vehicle also carries
sensors that
determine the position and velocity of the reference vehicle relative to the
earth. The
position and velocity of the reference vehicle are transmitted to the
aircraft, and a
digital system carried on the aircraft calculates the position and velocity of
the aircraft
relative to the reference vehicle. These relative values are compared to a
selected
position and/or velocity, which can be communicated to the digital system by
the
operator prior to or during flight, and the digital system commands flight
control
devices on the aircraft to maneuver the aircraft to attain and maintain the
selected
position and/or velocity.
The velocity and position of the aircraft can be controlled by a Ground
Control
Station (GCS) operator by selecting the three-dimensional velocity or position
commands relative to the reference vehicle by use of graphical displays on the
command console. These displays can show the position and velocity of the
aircraft
in relation to the reference vehicle in a variety of coordinate systems,
including
Cartesian and polar coordinate systems. The operator can use an input device
to
select and drag the command to the desired value, point and click on the
command,
or type in the desired command on a keyboard. In addition, relative velocity
or
position can also be commanded from control sticks used by an operator, or
commands may be autonomous, such as automatic launch or automatic approach
and landing, wave off/abort landing, station keeping, or other preprogrammed
commands and maneuvers.
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Brief Description of the Drawings
For a more complete understanding of the present invention, including its
features and advantages, reference is now made to the detailed description of
the
invention taken in conjunction with the accompanying drawings in which like
numerals identify like parts, and in which:
FIG. I is a perspective view of a ship and an aircraft that is being commanded
by a flight-control system according to the present invention;
FIG. 2 is a perspective view of a landing pad located on the ship of FIG. 1;
FIG. 3 is a perspective view of 'a ground control station of the present
invention;
FIG. 4 is a perspective view of a flight control box of the present invention;
FIG. 5 is schematic view of the components of a flight control system of the
present invention;
Fig. 6 is a view of a first graphical display on the ground control station of
FIG.
3;
Fig. 7 is a view of a second graphical display on the ground control station
of
FIG. 3; and
FIG. 8 is a schematic flowchart showing the steps of a method of the
invention.
Description of the Preferred Embodiment
The present invention provides a system for controlling a controlled vehicle
in
relation to a reference vehicle using relative velocities, which are
determined by
comparing the position and movement of the controlled vehicle with the
position and
movement of a known point.
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For purposes of illustrating the system of the invention, the system will be
described in reference to its use as a control system for an aircraft
operating in
conjunction with a ship at sea. The known point on the ship may be a touchdown
point (TDP) for landing the aircraft. The relative velocity is zero if the
aircraft is
moving at the same velocity, i.e., same speed and direction, as the TDP. This
invention allows precise aircraft velocity control relative to the TDP
regardless of the
speed of the TDP or the velocity and direction of the relative wind. A unique
characteristic of this system is that the control of the aircraft velocity is
independent
of the aircraft heading, as the system allows an operator to be able to
control the
aircraft relative to a moving vehicle in a manner similar to the way that
groundspeed
is controlled relative to a point on the ground. As used herein, "velocity"
will be
understood as a vector, incorporating both a direction and a magnitude, though
these may be discussed independently.
Though the system of the invention is described in use with an aircraft/ship
combination, the system may be used for any combination and number of land,
air,
or sea vehicles or other moving objects where it is useful to control the
position and
velocity of a vehicle relative to a movable point or vehicle. Some examples of
applications include use by a ground vehicle to control aircraft, by aircraft
to control
ground vehicles, by aircraft to control other aircraft, and by ground vehicles
to control
other ground vehicles.
Referring now to FIGS. I and 2, an aircraft 11 is depicted as flying near a
ship
13. While shown in FIG. 1 as an unmanned tiltrotor-type aircraft, aircraft 11
may be
of any type, and may be a fixed wing aircraft or other varieties of
rotorcraft, and may
be manned and controlled by a pilot. FIG. 2 shows a landing pad 15, which is
located on deck 17 of ship 13 and used for launching and/or recovering
aircraft 11.
Though landing pad 15 is considered the TDP, the movement of landing pad is
not
independent of the movement of ship 13. Therefore, ship 13 is considered a
"reference vehicle" for determining the position and velocity of aircraft 11
relative to
ship 13, and the movement of the TDP and ship 13 may be used interchangeably.
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In order to control aircraft 11 during flight or launch/recovery, a remote
piloting
system is used in conjunction with a semi-autonomous controller carried on
aircraft
11. Referring to FIGS. 3 and 4, the operator interface for the system may be
of
several types, including a ground control station (GCS) 19 having graphical
and
numerical displays 21, keyboards 23, mouse 25 or similar input device, and
audio/video components, as shown in FIG. 3. Another example of the interface
is a
flight control box (FCB) 27, as shown in FIG. 4, having a set of joysticks 29
or similar
tactile input devices and graphical displays 31. Aircraft 11 may be operated
by one
or more operators, with each operator using one of the operator interface
devices.
To illustrate the operation of the system of the invention, the system is
described
herein as comprising GCS 19 and FCB 27 for controlling aircraft 11.
The basic mode of the system allows both the operators of GCS 19 and FCB
27 to command the velocity of aircraft 11 relative to ship 13. Either of the
operators
can command the relative velocity from hover to the maximum airplane value,
and
GCS 19 can switch control back and forth from GCS 19 to FCB 27 as desired.
The major components of the system are shown in FIG. 5. Components
carried on aircraft 11 are denoted by bracket 33, and components carried on
ship, or
reference vehicle, 13 are denoted by bracket 35.
On aircraft 11, a Global Positioning System (GPS) receiver module 37
receives transmitted signals 39, 41 from orbiting GPS satellites, allowing GPS
module 37 to determine the position of aircraft 11 in relation to the earth.
Also,
inertial movement sensors 43, which may be accelerometers, measure the
movement of aircraft 11 in three orthogonal axes, and a data receiver 45
receives
data transmitted to aircraft 11 from components 35 on ship 13 and from GCS 19
and/or FCB 27.
On ship 13, a GPS receiver module 47 also receives GPS satellite signals
(not shown) and determines the position of ship 13 relative to the earth, and
inertial
movement sensors 49 measure the movement of ship 13. These data sources are
combined to generate position and velocity data for ship 13, and the data is
then
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sent in a transmission signal 51 to data receiver 45 of aircraft 11 using
transmitter
53.
While not required to be located on the reference vehicle, GCS 19 and FCB
27 are typically located on ship 13. GCS 19 and/or FCB 27 send a data
transmission 55 to aircraft 11 for providing flight-control commands to
aircraft 11. As
discussed below, transmission 55 communicates the selected position and/or
velocity of aircraft relative to ship 13 that the operator desires for
aircraft 11 to attain
and maintain until a new command is given. In some embodiments, transmissions
51 and 55 may be sent using the same transmitter, for example, transmitter 53.
In
addition, in those embodiments in which aircraft 11 is a manned aircraft, the
pilot
may transmit or otherwise input this transmitted data.
Data receiver 45 of aircraft 11 receives transmissions 51 and 55, and the
transmitted data is routed to a digital control system 57 carried on aircraft
11.
Additionally, the sensed data from GPS module 37 and sensors 43 are routed to
control system 57, and control system 57 calculates the position and velocity
of
aircraft 11 in relation to the earth, as well as the position and velocity of
aircraft 11
relative to the reference vehicle, which is ship 13. This calculated relative
position
and relative velocity is compared with the selected position and/or selected
velocity
communicated in transmission 55, and an amount of error is determined. Control
system 57 then commands various flight-control devices on aircraft 11, such as
throttle 59 and rudder 61, to maneuver aircraft so as to minimize, and
preferably
eliminate, the error between the calculated and selected values. Other flight
control
devices commanded by control system 57 may include, as shown, ailerons 63,
flaps
65, engine nacelles 67, or other flight control devices 69, including cyclic
controls for
rotors and blade angle actuators for propellers.
A key advantage of the present invention is that aircraft 11 is controlled
relative to the reference vehicle and can be commanded to move in the
direction that
the controls of GCS 19 or FCB 27 are moved. The response is independent of the
azimuth orientation of aircraft 11. For example, if the operator wants the
aircraft to
move in the +X direction relative to the reference vehicle, then he will enter
the
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desired system mode and move the X controller, such as one of joysticks 29 on
FCB
27 (FIG. 4) or a graphical icon on a display of GCS 19 (FIG. 3), in the +X
direction,
and the commanded variable (position or velocity) relative to ship 13 will be
changed
in the X direction. This also applies to Y and Z directions.
Figures 6 and 7 illustrate two coordinate systems that can be used when
controlling aircraft 11. FIG. 6 shows a polar-coordinate, plan-view graphical
display
71 that may be used by GCS 19 to send relative velocity commands to aircraft
11.
Display 71 includes a reference vehicle icon 73, which represents ship 13, in
the
center of concentric circles 74. The heading of ship 13 relative to due north
is
indicated by the rotation of icon 73 in relation to a 360-degree compass 75
depicted
on concentric circles 74. A Cartesian coordinate system relative to ship 13 is
depicted as axes 77 and 79, wherein axis 77 is aligned with the. current
heading of
ship 13 and icon 73, and axis 79 is perpendicular to axis 77. A line 81 points
to the
actual current location of aircraft 11 relative to ship 13. As shown in the
example of
FIG. 6, line 81 indicates that aircraft 11 is actually located a distance
behind and
slightly to the right of ship 13.
A vector 83 indicates the aircraft velocity (both magnitude and direction)
relative to the velocity of ship 13. A small circle 85 indicates the desired
terminus of
the velocity commanded by GCS 19. Circle 85 will be centered at the outer end
of
vector 83 when the actual velocity of aircraft 11 relative to ship 13 is equal
to the
desired velocity of aircraft 11 relative to ship 13. Concentric circles 74 of
display 71
indicate selected values of the magnitude of relative velocity. This magnitude
increases as the velocity vector extends farther from the center of display
71.
Because display 71 represents a polar-coordinate command system, the magnitude
of the relative velocity will not be negative. This configuration allows the
heading of
ship 13, the commanded relative velocity of aircraft 11, and the actual
relative
velocity of aircraft 11 to be quickly and easily ascertained by simply viewing
display
71. Should a GCS operator want to change the velocity of aircraft 11 relative
to ship
13, he simply clicks on circle 85 and drags circle 85 to the location on
display 71 that
represents the new relative velocity. This commanded, or selected, relative
velocity
is then transmitted to aircraft 11, which is commanded by control system 57
(FIG. 5)
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to make the necessary flight control adjustments to attain and maintain the
commanded relative velocity. By commanding aircraft 11 to attain a relative
velocity
of zero, aircraft 11 will hold its position relative to ship 13.
It should be appreciated that the system for manipulating icons on display 71
may include semi-automated actions, or shortcuts, that are programmed into the
system. For example, the system may have a shortcut that allows the operator
to
command aircraft 11 to have zero relative velocity by right-clicking with a
mouse or
other Input device at selected locations within display 71.
The advantages provided by command display 71 when controlling the
relative velocity of aircraft 11 are that the operator can command the
relative velocity
vector with one simple action, and he can also see the velocity of aircraft 11
relative
to this velocity command. With one small display, the operator can have
situational
awareness and command control, plus observe all of the following information:
(1)
the ship heading direction relative to the compass; (2) the direction of the
aircraft
position relative to the ship; (3) the direction of the aircraft velocity
relative to the
ship; (4) the magnitude of the aircraft velocity relative to the ship; (5) the
magnitude
of the commanded velocity relative to the ship; and (6) the direction of the
commanded velocity relative to the ship.
Though described above as used for controlling velocity, polar-coordinate
display 71 may alternatively be configured to allow positioning of aircraft 11
relative
to ship 13, though this is preferably used only when aircraft 11 is located
far from
ship 13. During such use, an icon (not shown) representing the position of
aircraft
11 can be dragged to the desired location on display 71 relative to ship 13,
and
aircraft 11 may have a zero relative velocity, i.e., station-keeping, or a
selected
relative velocity to resume from the commanded position. When used for
position
commands, concentric circles 74 on display 71 act as range, or radius,
indicators.
Shown in FIG. 6 is a triangular icon 87 that indicates a preprogrammed station
point
that is set up to be relative to ship 13, shown here as being a distance
directly
behind ship 13.
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A Cartesian-coordinate, plan-view display 89 on GCS 19 is shown in FIG. 7.
The Cartesian coordinates are preferably used only when aircraft 11 is near to
ship
13. An icon 91 represents aircraft 11 on approach to a representation of TDP
93 on
deck 95 of ship 13. The coordinates are in the X, Y system, with a range guide
97
indicating distance from TDP 93. Display 89 may be configured to allow the
operator
of GCS 19 to manipulate icon 91 for controlling the movement of aircraft 11 by
dragging icon 91 relative to ship 13, as represented by deck 95.
Alternatively,
display 89 may be configured as an information-only display, which does not
allow
direct control of aircraft 11 by manipulating icon 91.
The operator of FCB 27 can also command aircraft 11 in either the polar or
Cartesian coordinates after control has been transferred from GCS 19 to the
FCB
27. When control is switched to the FCB, the joysticks 29 will be in the
centered
position, which will command the relative velocity to remain at its present
value. This
means that aircraft 11 will continue with the same velocity relative to ship
13, and in
the same direction until the FCB operator commands a relative velocity change.
The
FCB operator can command an increase or decrease in velocity by moving a
longitudinal joystick forward or rearward, respectively, and the velocity
command will
change proportional to stick displacement. When in polar mode, the direction
of the
velocity can be changed by moving a lateral joystick on FCB 27, such that left
and
right lateral stick motion will command the velocity vector to rotate in the
counterclockwise and clockwise directions; respectively, at a rate
proportional to
stick displacement.
The operator of FCB 27 also has the capability to fly the aircraft by
commanding velocity in the ship coordinate system, which is an X, Y system.
This
mode is required for manually positioning the aircraft over the deck, or TDP,
of the
moving ship, or performing manual landings. The forward and rearward movement
of
the longitudinal joystick will command velocity in the X direction (fore and
aft on the
ship deck), and the right or left movement of the lateral joystick will
command a
velocity in the Y direction (port and starboard on the ship deck). The forward
motion
on the controller will preferably command a velocity toward the rear of the
deck, and
a right motion will preferably command a velocity toward the port side of the
deck.
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When the joysticks are centered, aircraft 11 will be commanded to hold its
present
position relative to the TDP. These conventions were chosen because the
operator
of FCB 27 will be facing toward the rear of the deck as aircraft 11
approaches, and
this convention will move aircraft 11 the same direction as the stick motions.
Velocities are commanded in the X, Y coordinate system instead of in the
aircraft
axes in order to make the commands independent of the heading of aircraft 11.
One application that is particularly well suited for the control system of the
invention is maneuvering an aircraft into an acquisition window for another
control
system. For example, the aircraft may be maneuvered into a window for
acquisition
by an auto-recovery or landing system.
FIG. 8 is a flowchart illustrating the method of relative-velocity control of
the
system of the invention. The method begins with step 99, in which the sensor
system carried on an aircraft determines the position and velocity of the
aircraft
relative to the earth. In step 101, the aircraft receives a data transmission
communicating the position and velocity of a reference vehicle, which is used
in step
103 with the sensed data from step 99 to calculate the velocity and/or
position of the
aircraft relative to the reference vehicle. Flight-control devices are
commanded in
step 105 so as to fly the aircraft to a desired relative velocity and/or
position. An
optional step 107 is also shown in which transmitted data communicating the
desired
relative velocity and/or position is received by the aircraft.
An additional advantage of the control system of the invention is that it
allows
for control of aircraft 11 using various autonomous and semi-autonomous modes,
including:
1. Auto-recovery: In this mode, the operator maneuvers aircraft 11 into an
acquisition window, then commands the auto-recovery system to land aircraft 11
on
the TDP. An X,Y,Z coordinate system is defined with the positive X axis out
the
stern of the ship, with the option of rotation to a specified approach angle.
Y is
positive out the starboard side, and Z is positive in the up direction. Once
acquired,
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the sensors on ship 13 track aircraft 11, and three-dimensional position data
are sent
to GCS 19, which in turn transmits these positions to aircraft 11.
2. Auto-approach: The approach phase commands the aircraft to follow a
preset approach profile from its present location to a point over the TDP. The
approach profile specifies a velocity in the X direction and Z position
(height) as
functions of distance from the TDP. The approach profile requires the
aircraft. Y
position to go to zero and hold at zero throughout the approach, meaning
aircraft 11
is aligned with the desired approach angle to ship 13. When the aircraft has
arrived
near the TDP, a position-hold function will be engaged to hold aircraft 11 in
a hover
over the TDP.
3. Deck Following: After the position hold is engaged, aircraft 11 can be
commanded to start following the deck surge heave and sway motions, keeping
aircraft 11 in a selected position relative to the TDP.
4. Descend to the Deck: Descend to the deck is the final phase of auto-
recovery, in which aircraft 11 is commanded to descend at a specified rate
relative to
the TDP.
5. Waveoff/Abort: If the operator of the GCS 19 or FCB 27 chooses,
aircraft 11 can be commanded to waveoff, and it will execute a predetermined
maneuver to move away from ship 13. Aircraft 11 moves in the positive X
direction
(to the rear of ship 13) and enters a gentle vertical climb for a
predetermined period
of time after which the relative velocity vector is commanded to zero and the
aircraft
altitude is held at its then present value.
An abort is automatically entered if failure management logic of the control
system determines that the auto-recovery cannot be completed. The reasons for
abort may include excessive position or velocity errors, failures or loss of
parts of the
control system, and loss of data uplink. The control of aircraft 11 during an
abort is
preferably the same as for a waveoff, the only difference being that an abort
is
initiated automatically and a waveoff is initiated by the GCS or FCB operator.
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6. Fly-To-Station: The Fly-to-Station mode allows the GCS operator to
specify a point at a distance and direction from ship 13 to which aircraft 11
will fly
automatically. Aircraft 11 accelerates to a prescheduled velocity profile,
flies to the
designated location, decelerates and stops at that location. It then holds
relative
position there until commanded to do otherwise. This mode is a convenient way
of
commanding the aircraft to fly to the acquisition window, from which the
aircraft is
acquired, and the auto-recovery is initiated. This type of mode may also be
used
automatically to send aircraft 11 to a predetermined location and fight path
if data
communication is lost.
The present invention provides significant advantages over the prior art,
including: (1) the autonomous control of aircraft that commands the aircraft
to attain
and maintain the selected position and/or velocity of the aircraft relative to
the
reference vehicle by comparing values from onboard sensors with data
transmitted
to the aircraft indicating the velocity and position of the reference vehicle;
(2) the
easy control of aircraft relative to a moving vehicle without the operator
having to
consider the position or velocity of the aircraft in relation to the earth;
(3) the control
of the velocity of the aircraft relative to the reference vehicle by
manipulating a
representation of the terminus of the relative velocity vector on a graphical
display to
a desired angle and magnitude relative to the velocity of the reference
vehicle; (4)
the control of the position and/or velocity of the aircraft relative to the
reference
vehicle by manipulating tactile input devices, such as joysticks.
While this invention has been described with reference to illustrative
embodiments, this description is not intended to be construed in a limiting
sense.
Various modifications and combinations of the illustrative embodiments, as
well as
other embodiments of the invention, will be apparent to persons skilled in the
art
upon reference to the description.
