Air Vehicle Navigation System

Abstract

The present application discloses an aerial vehicle navigation system. In one example, a method of operating multiple aerial vehicles in an environment includes receiving sensor data from one or more sensors on the first aerial vehicle at a first command module of a first aerial vehicle navigating along a first flight path. The sensor data reflects one or more characteristics of the environment. The method further includes determining, via the first command module, a change of a second aerial vehicle from a predetermined formation to a different formation based at least in part on the sensor data, wherein the predetermined formation and the different formation are relative to the first aerial vehicle. The method also includes: generating a control signal via the first command module, the control signal reflecting the change from the predetermined formation to the different formation; and sending the control signal from the first aerial vehicle to the second aerial vehicle.

Description

Technical Field

[0001] The present disclosure is directed to a system, method, and communication system for controlling an unmanned aerial vehicle and optionally a manned aerial vehicle. Background Art

[0002] Aerial vehicles can be used for a variety of operations such as military operations or civilian operations. In some operations, the use of unmanned aerial vehicles may be safer and more efficient than relying solely on the use of manned aerial vehicles. For example, humanitarian relief operations, rescue operations, cargo delivery, etc. may be completed under dangerous field conditions and / or with minimal infrastructure, thereby exposing personnel associated with manned operations to the risk of injury. Since unmanned aerial vehicles do not require a dedicated pilot to complete the operation, the use of unmanned aerial vehicles for such tasks helps to reduce the risk of injury to personnel. For example, some unmanned aerial vehicles are configured to autonomously sense and respond to dangerous and unpredictable environments. In addition, the use of unmanned aerial vehicles can improve the efficiency of one or more operations by allowing personnel to focus on operations other than (or in addition to) aerial tasks. In the absence of direct control by human operators, the introduction of unmanned vehicles into operations requires safe, adaptive and perceptible control logic and communication models. In designing reliable communication networks and control schemes to perform autonomous or semi-autonomous operations of aerial vehicles, a cautious approach is expected. Summary of the invention

[0003] The present disclosure provides a system, method and communication system for controlling an unmanned aerial vehicle and optionally a manned aerial vehicle.

[0004] According to a first aspect, a method of operating a plurality of aerial vehicles in an environment includes: receiving, at a first command module of a first aerial vehicle navigating along a first flight path, sensor data from one or more sensors on the first aerial vehicle, wherein the sensor data reflects one or more characteristics of the environment; determining, via the first command module, a change of a second aerial vehicle from a predetermined formation to a different formation based at least in part on the sensor data, wherein the predetermined formation and the different formation are relative to the first aerial vehicle; generating, via the first command module, a control signal reflecting the change from the predetermined formation to the different formation; and sending the control signal from the first aerial vehicle to the second aerial vehicle.

[0005] In certain aspects, the method further includes the step of determining, via the first command module or the mission manager, a second flight path for the second airborne vehicle reflecting a change from the predetermined formation to a different formation, wherein the control signal reflects the second flight path for the second airborne vehicle.

[0006] In certain aspects, the method further includes the steps of: receiving, at the first command module, feedback from the second airborne vehicle; and determining, via the first command module, an updated flight path for the second airborne vehicle to change to a different formation based at least in part on the feedback.

[0007] In certain aspects, the method further includes the step of maneuvering, via a second command module of the second airborne vehicle, the second airborne vehicle to navigate along the second flight path.

[0008] In certain aspects, the control signal includes a first flight command to cause the second aerial vehicle to turn from a flight path associated with the predetermined formation and follow a second flight path, the method further comprising the steps of: maneuvering the second aerial vehicle, via a second command module of the second aerial vehicle, to navigate along the second flight path; and receiving, via the second command module and from the first command module, a second flight command to return the second aerial vehicle from the second flight path to the flight path associated with the predetermined formation.

[0009] In certain aspects, the method further includes the steps of: receiving an alert signal via the second command module; initiating a dispersed mode flight path via the second command module, wherein the dispersed mode flight path is different from the second flight path; maneuvering the second airborne vehicle via the second command module to navigate along the dispersed mode flight path; and receiving a termination alert via the second command module, wherein the termination alert causes the second command module to direct the second airborne vehicle back to the second flight path.

[0010] In certain aspects, the method further includes the steps of: receiving, via the second command module and from the first command module, area data indicating one or more areas proximate to the second flight path; and maneuvering, via the second command module, the second airborne vehicle to enter the one or more areas based at least in part on the area data.

[0011] In certain aspects, the different formation is a second predetermined formation relative to the first airborne vehicle that is different than the predetermined formation.

[0012] In certain aspects, the method further includes the steps of: receiving a control signal from the first command module and by a second command module of the second airborne vehicle; based on the control signal, generating a second flight path for the second airborne vehicle that reflects a change from the predetermined formation to a different formation; and maneuvering the second airborne vehicle, via the second command module, to navigate along the second flight path.

[0013] In certain aspects, the method further includes the steps of: tracking, via a second command module of the second airborne vehicle, the position of the first airborne vehicle to produce a tracked position; and maneuvering, via the second command module, the second airborne vehicle to follow the first airborne vehicle based on the control signal and the tracked position of the first airborne vehicle.

[0014] In certain aspects, the method further includes the step of receiving, at the first command module, additional sensor data from one or more additional sensors different from the one or more sensors on the second airborne vehicle.

[0015] In certain aspects, the sensor data includes one or more of weather data, position data, obstacle data, mapping data, payload data, formation data, and landing data.

[0016] In certain aspects, the change from the predetermined formation to the different formation includes a first change, the method further comprising the steps of: determining, via the first command module, a second change from the predetermined formation to the different formation for the third airborne vehicle based at least in part on the sensor data, wherein the second change is different from the first change; generating, via the first command module, a second control signal, the second control signal reflecting the second change from the predetermined formation to the different formation; and sending the second control signal from the first airborne vehicle to the third airborne vehicle.

[0017] In certain aspects, the control signals are configured to enable autonomous control of the second and third airborne vehicles to maintain a different formation, wherein the different formation is a predetermined airborne formation relative to the first airborne vehicle.

[0018] In certain aspects, the sensor data includes data from a second set of sensors on a second airborne vehicle, the second set of sensors being different from the one or more sensors.

[0019] According to a second aspect, an autonomous air vehicle navigation system for operating a plurality of air vehicles in an environment includes: one or more sensors configured to generate sensor data reflecting one or more characteristics of the environment, wherein the one or more sensors are on a first air vehicle; and a first command module disposed on the first air vehicle and configured to: determine a change from a predetermined formation to a different formation for a second air vehicle based at least in part on the sensor data, wherein the predetermined formation and the different formation are relative to the first air vehicle; generate a control signal reflecting the change from the predetermined formation to the different formation; and send the control signal from the first air vehicle to the second air vehicle.

[0020] In certain aspects, the autonomous air vehicle navigation system further includes: a mission manager, wherein the first command module or the mission manager is configured to determine a second flight path for the second air vehicle reflecting a change from the predetermined formation to a different formation, wherein the control signal reflects the second flight path for the second air vehicle.

[0021] In certain aspects, one or more of the first command module or the mission manager is further configured to: receive feedback from the second airborne vehicle; and determine, based at least in part on the feedback, an updated flight path for the second airborne vehicle to change to a different formation.

[0022] In certain aspects, the autonomous air vehicle navigation system further includes a second command module disposed on the second air vehicle, wherein the second command module is configured to maneuver the second air vehicle to navigate along the second flight path.

[0023] In certain aspects, the control signal includes a first flight command to divert the second airborne vehicle from a flight path associated with the predetermined formation to follow a second flight path, and wherein the second command module is further configured to: maneuver the second airborne vehicle to navigate along the second flight path; and receive the second flight command from the first command module to return the second airborne vehicle from the second flight path to the flight path associated with the predetermined formation.

[0024] In certain aspects, the second command module is further configured to: receive an alert signal; initiate a dispersed mode flight path, wherein the dispersed mode flight path is different from the second flight path; maneuver the second airborne vehicle to navigate along the dispersed mode flight path; and receive a termination alert, wherein the termination alert causes the second command module to direct the second airborne vehicle to return to the second flight path.

[0025] In certain aspects, the second command module is further configured to: receive area data from the first command module indicating one or more areas proximate to the second flight path; and maneuver the second airborne vehicle to enter the one or more areas based at least in part on the area data.

[0026] In certain aspects, the autonomous air vehicle navigation system is further configured to: receive a control signal from the first command module; based on the control signal, generate a second flight path for a second air vehicle that reflects a change from the predetermined formation to a different formation; and maneuver the second air vehicle to navigate along the second flight path.

[0027] In certain aspects, the second command module is further configured to: track the position of the first airborne vehicle to produce a tracked position; and maneuver the second airborne vehicle to follow the first airborne vehicle based on the control signal and the tracked position of the first airborne vehicle.

[0028] In certain aspects, the sensor data includes one or more of weather data, position data, obstacle data, map data, payload data, formation data, and landing data.

[0029] In certain aspects, the change from the predetermined formation to the different formation includes a first change, wherein the first command module is further configured to: determine, based at least in part on the sensor data, a second change from the predetermined formation to the different formation for the third airborne vehicle, wherein the second change is different from the first change; generate a second control signal reflecting the second change from the predetermined formation to the different formation; and send the second control signal from the first airborne vehicle to the third airborne vehicle.

[0030] In certain aspects, the control signals are configured to enable autonomous control of the second and third airborne vehicles to maintain a different formation, wherein the different formation is a predetermined airborne formation relative to the first airborne vehicle.

[0031] In certain aspects, the sensor data includes first sensor data, wherein the one or more sensors on the first airborne vehicle include a first group of sensors, the system further comprising: a second group of sensors on the second airborne vehicle, wherein the second group of sensors is different from the first group of sensors, wherein the second command module is further configured to: receive second sensor data from the second group of sensors, wherein the second sensor data reflects one or more characteristics of the environment, and wherein the second change is based on the first sensor data and the second sensor data.

[0032] In certain aspects, the one or more sensors include an optical sensor and a non-optical sensor, wherein the sensor data is generated based on data from each of the optical sensor and the non-optical sensor.

[0033] In certain aspects, the one or more sensors include a forward optical sensor and a rearward optical sensor.

[0034] According to a third aspect, a communication system for operating a plurality of aerial vehicles in an environment includes: a first command module configured to: determine, based at least in part on sensor data, a change from a predetermined formation to a different formation for a second aerial vehicle, wherein the predetermined formation and the different formation are relative to the first aerial vehicle, generate a control signal reflecting the change from the predetermined formation to the different formation, and send the control signal from the first aerial vehicle to a second aerial vehicle; and a second command module, wherein the second command module is configured to: receive the control signal and maneuver the second aerial vehicle to navigate along a flight path.

[0035] In certain aspects, the communication system further includes a task manager, wherein the first command module is configured to send the control signal to the second command module via the task manager.

[0036] In certain aspects, one or more of the first command module, the second command module, or the mission manager is configured to generate a flight path for the second airborne vehicle based on the control signal that reflects a change from a predetermined formation to a different formation.

[0037] In certain aspects, one or more of the first command module or the mission manager is further configured to: receive feedback from the second command module; and determine, based at least in part on the feedback, an updated flight path for the second airborne vehicle to change to a different formation.

[0038] In certain aspects, the control signal includes one or more of: a flight command for diverting the second aerial vehicle from the flight path and following a modified flight path, an alert signal for initiating a divergent mode flight path, a termination alert for directing the second aerial vehicle to return to the flight path, or area data indicating one or more areas proximate to the flight path that can be used for navigation, wherein the second command module is further configured to: maneuver the second aerial vehicle for navigation based on the flight command, the alert signal, the termination alert, or the area data.

[0039] In certain aspects, the change from the predetermined formation to the different formation comprises a first change, the system further comprising: a third command module, wherein the first command module is further configured to: determine a second change from the predetermined formation to the different formation for the third airborne vehicle based at least in part on the sensor data, wherein the second change is different from the first change; generate a second control signal reflecting the second change from the predetermined formation to the different formation; and send the second control signal from the first airborne vehicle to the third command module, and wherein the third command module is configured to: receive the second control signal, and maneuver the third airborne vehicle for navigation based on the control signal.

[0040] In certain aspects, the control signals are configured to enable autonomous control of the second and third airborne vehicles to maintain a different formation, wherein the different formation is a predetermined airborne formation relative to the first airborne vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The foregoing and other objects, features, and advantages of the devices, systems, and methods described herein will become apparent from the following description of specific embodiments thereof, as illustrated in the accompanying drawings; wherein like reference numerals represent like structures. The accompanying drawings are not necessarily drawn to scale, emphasis instead being placed upon illustrating the principles of the devices, systems, and methods described herein.

[0042] Figure 1a is a schematic diagram illustrating an example autonomous air vehicle navigation system including a plurality of air vehicles operating in an environment.

[0043] Figure 1b to Figure 1d is a top view schematic diagram showing the transition of multiple air vehicles between formations.

[0044] Figure 2a is a magnified illustration of an example autonomous air vehicle navigation system including multiple air vehicles in an environment.

[0045] Figure 2b is a schematic top view showing a plurality of aerial vehicles navigating according to regional data.

[0046] Figure 3a to Figure 3f is a schematic diagram illustrating an example predetermined formation for a plurality of air vehicles.

[0047] Figure 4a is a block diagram illustrating the functional architecture of software that facilitates operations between a mission manager and multiple aerial vehicles.

[0048] Figure 4b is a block diagram illustrating an example autonomous air vehicle navigation system.

[0049] Figure 5 is a block diagram illustrating an example joint mission planning system including two or more air vehicle navigation systems.

[0050] Figure 6 is a flow chart illustrating an example method of operating a plurality of aerial vehicles in an environment.

[0051] Figure 7 is a flow chart illustrating another example method of operating a plurality of aerial vehicles in an environment.

[0052] Figure 8 is a flow chart illustrating an example method of operating a second air vehicle or a third air vehicle of an autonomous air vehicle navigation system in an environment. DETAILED DESCRIPTION

[0053] Unless otherwise expressly stated or clearly known from the text, references to singular items should be understood to include plural items, and vice versa. Unless otherwise stated or clearly known from the context, grammatical connections are intended to represent any and all antonymous conjunctions and conjunction combinations of connected clauses, sentences, words, etc. Unless otherwise noted herein, the description of numerical ranges herein is not intended to be limited, but refers to any and all numerical values ​​falling within the range individually, and each individual numerical value within the range is incorporated into the specification, just as it is individually listed herein. In the following description, it should be understood that terms such as "first", "second", "top", "bottom", "side", "front", "back" are convenient terms and are not interpreted as restrictive terms.

[0054] As used herein, the terms "about", "approximately", "substantially", etc., when accompanied by numerical values, should be interpreted as indicating deviations, as understood by those of ordinary skill in the art, to achieve satisfactory operation for the intended purpose. Values ​​and / or ranges of numerical values ​​are provided herein only as examples and do not constitute limitations on the scope of the described embodiments. The use of any and all examples or exemplary language ("for example", "such as", etc.) provided herein is intended only to better illustrate the embodiments without limiting the scope of the embodiments. The terms "for example" and "for example" lead to a list of one or more non-limiting examples, instances, or descriptions. Any language in the specification should not be interpreted as indicating that any unclaimed element is essential for implementing the embodiments.

[0055] As used herein, the terms "aircraft" and "aircraft" are used interchangeably and refer to machines capable of flight including, but not limited to, conventional runway and vertical take-off and landing (VTOL) aircraft, and also including both manned and unmanned air vehicles. VTOL aircraft may include fixed-wing aircraft, rotary-wing aircraft (e.g., helicopters, multirotors, etc.), and / or tilt-rotor / pitch-wing aircraft.

[0056] As used herein, the term "and / or" means any one or more items in a list connected by "and / or". For example, "x and / or y" means any element in the three-element set {(x), (y), (x, y)}. In other words, "x and / or y" means "one or both of x and y". As another example, "x, y and / or z" means any element in the seven-element set {(x), (y), (z), (x, y), (x, z), (y, z), (x, y, z)}. In other words, "x, y and / or z" means "one or more of x, y and z".

[0057] As used herein, the terms "circuit" and "circuitry" refer to physical electronic components (e.g., hardware) and any software and / or firmware ("code") that may configure, be executed by, and / or otherwise be associated with the hardware. As used herein, for example, a particular processor and memory may comprise a first "circuit" when executing a first set of one or more lines of code, and may comprise a second "circuit" when executing a second set of one or more lines of code. As used herein, a circuitry is "operable" to perform a function regardless of whether the circuitry includes the necessary hardware and code to perform the function (if either is necessary), regardless of whether the performance of the function is disabled or not enabled (e.g., by a user-configurable setting, a factory adjustment, etc.).

[0058] As used herein, the term "communication" as used herein includes the transmission of data from a source to a destination and the delivery of data to a communication medium, system, channel, network, device, wire, cable, optical fiber, circuit and / or link to be transmitted to the destination. As used herein, the term "communication" means data so transmitted or delivered. The term "communication" as used herein includes one or more of a communication medium, system, channel, network, device, wire, cable, optical fiber, circuit and / or link.

[0059] As used herein, the terms "exemplary" and "example" refer to serving as an example, instance, or illustration. The embodiments described herein are not restrictive, but are merely exemplary. It should be understood that the described embodiments are not necessarily to be interpreted as being preferred or advantageous over other embodiments. In addition, the terms "embodiments of the present disclosure," "embodiments," or "the present disclosure" do not require that all embodiments of the present disclosure include the features, advantages, or modes of operation discussed.

[0060] As used herein, the terms "coupled", "coupled to" and "coupled with" as used herein refer to a relationship between or among two or more devices, equipment, files, circuits, elements, functions, operations, processes, procedures, media, components, networks, systems, subsystems and / or tools, respectively, constituting any one or more of the following: (i) a connection, whether directly or through one or more other devices, equipment, files, circuits, elements, functions, operations, processes, procedures, media, components, networks, systems, subsystems or tools; (ii) a communication relationship, whether directly or through one or more other devices, equipment, files, circuits, elements, functions, operations, processes, procedures, media, components, networks, systems, subsystems or tools; and / or (iii) a functional relationship whereby the operation of any one or more of the devices, equipment, files, circuits, elements, functions, operations, processes, procedures, media, components, networks, systems, subsystems or tools is dependent, in whole or in part, on the operation of any one or more of the above devices.

[0061] As used herein, the term "data" as used herein refers to any mark, signal, sign, symbol, field, symbol set, representation, and any other physical form or forms representing information, whether permanent or temporary, whether visible, audible, acoustic, electrical, magnetic, electromagnetic or otherwise. The term "data" is used to represent predetermined information in one physical form, covering any and all representations of corresponding information represented in one or more different physical forms.

[0062] As used herein, the term "database" as used herein refers to an organized body of related data, regardless of the manner in which the data or its organized body is represented. For example, the organized body of related data may be in the form of one or more of a table, map, grid, data packet, datagram, frame, file, email, message, document, report, list, or data displayed in any other form.

[0063] As used herein, the term "memory device" refers to computer hardware or circuitry for storing information for use by a processor. The memory device may be any suitable type of computer memory or any other type of electronic storage medium such as read-only memory (ROM), random access memory (RAM), cache memory, compact disk read-only memory (CDROM), electro-optical memory, magneto-optical memory, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), computer-readable media, etc.

[0064] As used herein, the term "network" used herein includes various networks and various internetworks including the Internet, and is not limited to any particular network or internetwork.

[0065] As used herein, the term "processor" refers to a processing device, apparatus, program, circuit, component, system, and subsystem, whether implemented in hardware, tangibly embodied software, or both, and whether programmable. The term "processor" includes, but is not limited to, one or more computing devices, hard-wired circuits, signal modification devices and systems, devices and machines for controlling systems, central processing units, programmable devices and systems, field programmable gate arrays, application specific integrated circuits, systems on chips, systems including discrete components and / or circuits, state machines, virtual machines, data processors, processing facilities, and combinations of any of the above. The processor may be, for example, any type of general purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an application specific integrated circuit (ASIC). The processor may be coupled to or integrated with a memory device.

[0066] Aerial vehicles (e.g., unmanned vehicles, optionally manned vehicles, or manned vehicles) that can be employed in conjunction with flight operations are disclosed herein. The following description will refer to one or more flight operations. For example, the systems, methods, and examples discussed herein can be used for monitoring and package delivery to a residence, business, or in another civilian aspect. In other examples, the described systems, methods, and examples can be used for different operations.

[0067] In some examples, it may be desirable to employ multiple aerial vehicles (e.g., two or more aerial vehicles) to complete operations. For example, multiple aerial vehicles may enable the delivery of heavier loads, completion of additional tasks, collaboration, etc. However, the use of multiple aerial vehicles may be expensive, inefficient, and difficult to operate. For example, each aerial vehicle in a plurality of aerial vehicles may be equipped with a complex sensor system, a processing system, and a communication system to enable a plurality of aerial vehicles to operate as a unit. In some such examples, each aerial vehicle may sense environmental conditions and determine or adjust a flight path based on the sensed conditions. In this way, one or more aerial vehicles in a plurality of aerial vehicles may sense different environmental conditions, thereby causing the flight paths of a plurality of aerial vehicles to be different or asynchronous. Compared with a plurality of aerial vehicles operating as a basic synchronous unit, this asynchronous flight path may reduce mission efficiency, be more complicated, and even more dangerous.

[0068] The autonomous air vehicle navigation system of the present disclosure may include one or more air vehicles in a plurality of air vehicles, and the one or more air vehicles in the plurality of air vehicles are configured to communicate with one or more other air vehicles in the plurality of air vehicles to determine or update a flight path, provide command signals, control air vehicles, identify hazards or environmental conditions, or otherwise provide information related to air operations. In this way, one or more air vehicles in the plurality of air vehicles may exhibit different functions, sensing capabilities, computing capabilities, or other differences from another air vehicle in the plurality of air vehicles, and may receive such information from a more complex air vehicle. In other words, in some examples, at least one air vehicle in the plurality of air vehicles may sense or learn information reflecting one or more characteristics of the environment, and share such information with one or more other air vehicles in the plurality of air vehicles, so that the shared information is used to control the operation of the plurality of air vehicles. In turn, a fleet or crew of multiple air vehicles may be cheaper, more efficient, more robust, easier to operate, more synchronized, and / or safer than a single air vehicle or multiple air vehicles not operated by the autonomous air vehicle navigation system described herein.

[0069] Figure 1aA schematic diagram of an example autonomous air vehicle navigation system (AAVNS) 100 is shown, which includes a plurality of air vehicles 102 operating in an environment 118. The plurality of air vehicles 102 includes two or more air vehicles (illustrated as three air vehicles: a first air vehicle 102a, a second air vehicle 102b, and a third air vehicle 102c). Although the first air vehicle 102a, the second air vehicle 102b, and the third air vehicle 102c will be described, Figure 1a , but plurality of air vehicles 102 may include any suitable number of air vehicles, such as two air vehicles, three air vehicles, six air vehicles, ten air vehicles, or twelve or more air vehicles, to operate. Figure 1a The aerial vehicle 102 is shown as an aerial vehicle, but it should be understood that unless otherwise explicitly stated or clear from the text, the autonomous vehicle described herein may include any vehicle, device, component, element, etc. that can be effectively navigated using the principles of the systems disclosed herein, including but not limited to any unmanned vehicle, optionally manned vehicle, manned vehicle, aircraft, ground vehicle, water vehicle, space vehicle, remotely controlled vehicle, large vehicle, small vehicle, etc.

[0070] In some examples, the AAVNS 100 including the plurality of aerial vehicles 102 is configured to perform one or more missions. For example, the AAVNS 100 may be configured to perform one or more operations including humanitarian relief operations, rescue operations, cargo delivery, or a combination thereof. As specific examples of missions (examples of which are provided in Figure 1a ), the second aerial vehicle 102b and the third aerial vehicle 102c carry a payload 116 to be delivered to the landing area 112. In some examples, the payload 116 may include supplies to be delivered to a company, platoon, or squad. In another example, the payload 116 may include food, medicine, medical equipment, etc. for delivering humanitarian relief. In other examples, the payload 116 may include any suitable payload including other vehicles (whether aerial or ground-based). In another example, multiple aerial vehicles 102 are configured to complete one or more delivery operations, and the payload 116 may include packages for delivery to residences or businesses. Although Figure 1aThe payload 116 is shown as suspended cargo, but those skilled in the art will recognize that other arrangements are possible and the present disclosure should not be construed as limited to a particular configuration. For example, the payload 116 may be directly coupled to (or positioned within) one or more of the aerial vehicles 102a, 102b, 102c. In some aspects, the payload 116 may be omitted from one or more of the aerial vehicles 102a, 102b, 102c.

[0071] The AAVNS 100 is configured to operate a plurality of aerial vehicles 102. For example, the AAVNS 100 may be configured to operate the plurality of aerial vehicles 102 in one or more predetermined formations 126 and dynamically adjust the predetermined formations 126. The AAVNS 100 may also be capable of generating a complete flight path 104a, 104b, 104c from launch to landing (or touchdown) for each of the plurality of aerial vehicles 102 to execute a new flight path 104a-104c indicated by mission planning data, sensor data, etc. In this manner, the AAVNS 100 detects and directs the plurality of aerial vehicles 102 to avoid obstacles in flight and during the descent-landing phase of flight in a possible GPS-denied environment. Such obstacles may be static (e.g., towers, trees, buildings, etc.) or dynamic (e.g., no-fly areas, other vehicles, birds, etc.). In addition, the AAVNS 100 may operate one or more of the plurality of air vehicles 102 to autonomously identify and execute an aircraft landing at the landing area 112 to complete a mission. For example, the AAVNS 100 may be further configured to sense physical features of the ground to negotiate any conditions (e.g., unsafe / unstable ground composition, swampy / muddy ground, vegetation, and / or water) that may prevent a safe approach and / or landing of one or more of the air vehicles 102a-102c, and also to negotiate a sloped landing site.

[0072] In some examples, the AAVNS 100 operates the plurality of aerial vehicles 102 based on sensor data generated by one or more sensors, which may be located on one or more of the plurality of aerial vehicles 102, or may even be located on a ground-based object 130 (e.g., a stationary unit or a mobile unit). For example, in some cases, each of the aerial vehicles 102a to 102c may include one or more sensors (e.g., sensors 108a, 108b, 108c), and one or more of the ground-based objects 130 may include a sensor 108d. Such sensors 108a, 108b, 108c, 108d are configured to generate sensor data reflecting one or more characteristics of the environment 118 (such as weather data, position data, obstacle data, map data, payload data, formation data, landing data, etc.). Next, with reference to Figure 1b to Figure 1d , the AAVNS 100 can use the sensor data to determine a change from a predetermined formation 126a (e.g., a first predetermined formation) of the plurality of air vehicles 102 to a different formation 126c (e.g., a second predetermined formation), generate a flight path for one or more of the air vehicles 102a-102c, execute a new flight path, detect obstacles, avoid obstacles, configure a landing, etc. In some aspects, the different formation 126c is a second predetermined formation relative to the first air vehicle 102a that is different from the predetermined formation 126a. Figure 3a to Figure 3f An example predetermined formation is discussed in more detail. In an example, the second predetermined formation (ie, the different formation 126c) is a straight formation, a triangle formation, a leader-sub-leader-follower formation, a circle formation, a dispersed formation, or a complex formation including a combination of one or more formations.

[0073] The one or more sensors 108a, 108b, 108c, 108d may each be a sensor of the same type, or may be a combination of different types of sensors, in either case, the aggregate sensor data from the one or more sensors 108a, 108b, 108c, 108d may be used for dynamic (e.g., real-time or near real-time) calculations (e.g., recalculating trajectories during operation). Thus, there is no need to change the formation from one predetermined formation to another predetermined formation, but rather the AAVNS 100 may dynamically change the predetermined formation based on the sensor data.

[0074] As described above, the AAVNS 100 is configured to operate the plurality of air vehicles 102 in one or more predetermined formations 126 and to transition the plurality of air vehicles 102 between the predetermined formations 126 (e.g., based on sensor data and / or commands from the first air vehicle 102a, the mission manager 114, etc.). As an illustration, Figure 1b An example predetermined formation 126a (e.g., Figure 1a 1. For example, based on sensor data from a first airborne vehicle 102a, the AAVNS 100 may transition the plurality of airborne vehicles 102 from a predetermined formation 126a to a different formation 126c, which is described as a linear formation for simplicity of illustration. To this end, Figure 1c As shown in the transition formation 126b of FIG. 1 , the AAVNS 100 directs the third airborne vehicle 102b to transition laterally and aft (as indicated by arrow A, e.g., by slowing down relative to the airspeed of the first airborne vehicle 102a and moving to the right) to assume a final positioning in a different formation 126c, and directs the second airborne vehicle 102b to move laterally (to the left, as indicated by arrow B) to assume an intermediate positioning in a different formation 126c. Figure 1d The plurality of airborne vehicles 102 are shown operating in different formations 126c when the transition is completed. Although a triangular formation and a linear formation are shown in this example, as shown in conjunction with Figures 3a to 3f Other formations are contemplated as described.

[0075] In some examples, the AAVNS 100 includes unmanned or optionally manned aerial vehicles 102a-102c. In examples where the aerial vehicles 102a-102c include unmanned vehicles, the aerial vehicles 102a-102c can be configured to operate in meteorological conditions or operating conditions that may limit traditional manned cargo delivery, particularly in austere terrain with low visibility due to dust, precipitation, or fog. In this way, the use of unmanned aerial vehicles 102a-102c can allow for the completion of missions that are too dangerous or difficult to accomplish using traditional manned vehicles.

[0076] Aerial vehicles 102a-102c may include any type of unmanned or optionally manned aerial vehicles. Figure 1a to Figure 1d As shown, aerial vehicles 102a to 102c can be helicopters. As another example, aerial vehicles 102a to 102c can include multi-rotor aerial vehicles (such as quadcopters), or aerial vehicles (such as fixed-wing aircraft) with forward flight capabilities. In other examples, aerial vehicles 102a to 102c can include another suitable unmanned or optional manned aerial vehicle. In another example, one or more aerial vehicles 102 or multiple aerial vehicles 102 can be manned. In some examples, aerial vehicles 102a to 102c can all be unmanned or optional manned aerial vehicles of the same type. In other examples, one or more of aerial vehicles 102a to 102c can be different from one or more other aerial vehicles in multiple aerial vehicles 102.

[0077] Although there may be many air vehicle platforms, suitable air vehicles 102a to 102c can be configured to operate under low density, high altitude (greater than 12,000 feet density altitude). Air vehicles 102a to 102c can be further configured to carry smaller or larger payloads internally. Air vehicles 102a to 102c can, for example, travel at low speed or high speed. In the termination area, one or more air vehicles 102a to 102c can be configured to descend and land within a window / time frame, and perform an autonomous landing as close as possible to a landing area 112 (e.g., the error of the target from the center point of the landing area 112 specified by the computer is less than 1 meter) without crossing (over-flight) the landing area 112 (e.g., the vehicle performs a straight approach without the need for the first pass). Additionally, the airborne vehicles 102a-102c may be capable of operating at night (thereby facilitating 24 / 7 operation), in potentially satellite-denied settings (e.g., preventing communications such as provided by the Global Positioning System (“GPS”) and / or satellite-based geolocation, denoted “GPS Denied”), in all types of environments, including steep and rugged terrain, instrument meteorological conditions (IMC) and non-icing conditions, high thermal environments, dust and sand conditions with minimal visibility. The airborne vehicles 102a-102c may be configured to operate in weather conditions that exceed the capabilities of manned flight.

[0078] Figure 2a is an enlarged view of an example AAVNS 100 including a plurality of aerial vehicles 102 in an environment 118. Figure 2a In the illustrated example, the AAVNS 100 is configured to operate each of the plurality of aerial vehicles 102a to 102c to substantially follow a respective flight path 104a, 104b, 104c. For example, the first aerial vehicle 102a may be operated to navigate along the first flight path 104a, the second aerial vehicle 102b may be operated to navigate along the second flight path 104b, and the third aerial vehicle 102c may be operated to navigate along the third flight path 104c. In some examples, the flight paths 104a, 104b, 104c may correspond to a predetermined formation of the plurality of aerial vehicles 102.

[0079] In some examples, the first command module 110a of the first airborne vehicle 102a receives a mission request or mission data, such as from a user device, a mission manager 114, etc. The first airborne vehicle 102a is configured to determine the first flight path 104a based on the mission request or mission data. For example, in some cases, the first command module 110a may execute a flight path to land the plurality of airborne vehicles 102 at a landing area 112 (e.g., Figure 1a104a) so that the plurality of air vehicles 102 complete the received mission. Such a flight path may include waypoints along the flight path to achieve the mission objectives. Additionally or alternatively, the first command module 110a may determine a predetermined formation 126a of the first air vehicle 102a relative to one or more of the plurality of air vehicles 102 based on the mission request of the mission data. The first command module 110a is configured to further determine a set of routes as part of the first flight path 104a and / or the predetermined formation 126a. In other examples, the first command module 110a may determine the first flight path 104a in additional or alternative ways. Additionally or alternatively, a different device such as the mission manager 114 may determine the first flight path 104a or the predetermined formation and send the first flight path 104a or the predetermined formation to the first command module 110a for execution.

[0080] The mission manager 114 can set a predetermined formation for the first flight path 104a, which then affects the flight paths of the second flight path 104b and the third flight path 104c. Therefore, in the case where the first flight path 104a is a predetermined route, the second flight path 104b and the third flight path 104c can be implemented in one of a variety of ways under formation flying. In one example, the second flight path 104b and the third flight path 104c can be preset based on the first flight path 104a. In another example, the second flight path 104b and the third flight path 104c can be determined based on the formation itself (e.g., maintaining absolute coordinates between the flight paths 104a, 104b, 104c).

[0081] After determining or receiving the first flight path 104a, the first command module 110a autonomously maneuvers the first air vehicle 102a to follow or substantially follow the first flight path 104a. In some examples, the first command module 110a may update the first flight path 104a (e.g., to avoid obstacles, save fuel, reduce flight time, etc.), or determine a first updated (or new) flight path 106a for the first air vehicle 102a using sensor data reflecting one or more characteristics of the environment 118 generated by the first sensor 108a (or another sensor in the AAVNS 100 including the ground-based sensor 108d). In such an example, the first command module 110a may then maneuver the first air vehicle 102a to navigate along the first updated flight path 106a. The first command module 110a may autonomously maneuver the first air vehicle 102a in any suitable manner. Additionally, in some examples, the mission manager 114 or another component of the AAVNS 100 is configured to autonomously maneuver the first aerial vehicle 102a, such as by determining a control signal based on the sensed data and sending the control signal to the first command module 110a.

[0082] In some examples, the first command module 110a is configured to generate a control signal based on the sensor data generated by the first sensor 108a. For example, the first command module 110a can generate a control signal including one or more flight commands based at least in part on the sensor data or a flight path (which is based at least in part on the sensor data). That is, the first command module 110a can generate a control signal to control the operation of other air vehicles (such as the second air vehicle 102b). Therefore, in such an example, the first command module 110a is configured to generate a control signal that can be used by the second command module 110b of the second air vehicle 102b to autonomously mobilize the second air vehicle 102b. As another example, the first command module 110a can determine a change from a predetermined formation 126a to a different formation 126c, and can generate a control signal reflecting the change. In some such examples, first command module 110a of first airborne vehicle 102a is configured to determine, based at least in part on the sensor data, second flight path 104b for second airborne vehicle 102b to reflect a change from predetermined formation 126a to different formation 126c. First command module 110a may then generate control signals reflecting second flight path 104b.

[0083] The first command module 110a is configured to send the generated control signal to the second command module 110b of the second airborne vehicle 102b. In other examples, the first command module 110a is configured to send the control signal to the mission manager 114 in addition to or instead of sending the control signal to the second command module 110b.

[0084] In some examples, the second command module 110b of the second airborne vehicle 102b receives the control signal from the first command module 110a. In other examples, the second command module 110b receives the control signal from the mission manager 114 or another component of the AAVNS 100. The second command module 110b is configured to autonomously maneuver the second airborne vehicle 102b based on the received control signal. For example, the second command module 110b may autonomously maneuver the second airborne vehicle 102b from its position in the predetermined formation 126a to its position in the different formation 126c. The second command module 110b may autonomously maneuver the second airborne vehicle 102b using any suitable method.

[0085] In some examples, the control signal may define a change from the predetermined formation 126a to a different formation 126c, which may be a formation of one or more of the plurality of air vehicles 102 as described above. For example, the plurality of air vehicles 102 may be in a straight formation, a triangle formation, a circle formation, a diamond formation, a dispersed formation, an arrow formation, or any other formation spaced any distance from one another to support a mission objective. In some examples, each of the plurality of air vehicles 102 may be located in a position in the predetermined formation 126. In other examples, less than all of the plurality of air vehicles 102 may be in the predetermined formation 126. In yet another example, the plurality of air vehicles 102 may include a combination of different formation types to form a complex predetermined formation. For example, some of the plurality of air vehicles 102 may be in a straight formation, while other of the plurality of air vehicles 102 may be in a dispersed formation. Reference will be made to Figures 3a to 3f Additional examples are described for a predetermined formation of a plurality of air vehicles 102. The predetermined formation may employ a hierarchical relationship between multiple levels of formations.

[0086] Additionally or alternatively, the control signal may define a second flight path 104b (or a flight command corresponding to the second flight path 104b) that substantially mimics the first flight path 104a followed by the first aerial vehicle 102a. In such an example, the second aerial vehicle 102b may follow the same or substantially the same flight path as the first flight path 104a previously followed by the first aerial vehicle 102a. In another example, the control signal may define a second flight path 104b that targets and tracks the first aerial vehicle 102a itself, rather than merely following the first flight path 104a.

[0087] In other examples, the control signal may define a second flight path 104b that does not substantially mimic the first flight path 104a or a flight command corresponding to the second flight path 104b. For example, when the second aerial vehicle 102b mimics the first flight path 104a, the first sensor 108a may generate sensor data indicating that an obstacle is present in the way of the second flight path 104b. As a specific example, the first sensor 108a may generate sensor data indicating that an obstacle (e.g., obstacle 132) may damage or prevent the delivery of the payload 116. In other words, the second aerial vehicle 102b may be able to substantially follow the first flight path 104a without consequence, but the payload 116 may be affected by the presence of the obstacle detected by the first sensor 108a. Therefore, the first command module 110a may generate a control signal based on the sensor data that causes the second aerial vehicle 102b to follow the second flight path 104b without causing harm or other consequences to the second aerial vehicle 102b or the payload 116. In other examples, the first command module 110a may generate the control signal based on factors in addition to (or instead of) the effect of the generated sensor data on the second airborne vehicle 102b and / or the payload 116 .

[0088] In some examples, the first command module 110a may generate and send the zone data to the second command module 110b to navigate (or assist in navigating) the second airborne vehicle 102b. In one example, the zone data may indicate, for example, one or more areas 120 within the airspace that have been deemed safe for flight or navigation (e.g., clear of obstacles) by the second airborne vehicle 102b. Figure 2bFor example, as the first airborne vehicle 102a navigates along its first flight path 104a, the first command module 110a may use the first sensor 108a to generate area data. In operation, the mission manager 114 tracks and monitors any obstacles in its sensor field of view 128. The first command module 110a may generate area data and communicate it to another airborne vehicle (e.g., the second airborne vehicle 102b). In this example, the second airborne vehicle 102b is shown navigating along the second flight path 104b that follows the area data of the first airborne vehicle 102a. If no substantially relevant obstacles (e.g., obstacles that are substantially related to the first airborne vehicle 102a) are identified within the sensor field of view 128, the first command module 110a may generate area data and communicate it to another airborne vehicle (e.g., the second airborne vehicle 102b). In this example, the second airborne vehicle 102b is shown navigating along the second flight path 104b that follows the area data of the first airborne vehicle 102a. Figure 2b ), the area data indicates that an area 120 proximate to the second flight path 104b is considered safe (e.g., free of obstacles) for flight or navigation of the second air vehicle 102b. If one or more relevant obstacles are identified, the area data may further indicate details of the obstacle(s) (e.g., location, size, shape, trajectory, speed, heading, etc.). As the first air vehicle 102a travels, a path boundary 124 along the first flight path 104a defines an area 120 for other air vehicles (e.g., those air vehicles trailing the first air vehicle 102a). In this example, the path boundary 124 corresponds to the size (e.g., width, diameter, etc.) of the sensor field of view 128, which is generally indicated by available sensor data (e.g., type, resolution, and penetration / depth of the first sensor 108a). Since obstacles in the environment may be mobile, the area data may include a time component (e.g., validity period or expiration time). For example, the area data may indicate that the area 120 is considered safe only for a predetermined amount of time after a triggering event (e.g., a sensor reading, a transmission of sensor data, etc.). That is, once the sensor payload 108a has navigated out of the range of the area 120, the determination of whether there are obstacles in the area 120 is considered obsolete after a predetermined period of time has passed since the triggering event. Although described in conjunction with the second airborne vehicle 102b, the area data may also be communicated to the third airborne vehicle 102c, which is shown navigating along a third flight path 104c trailing the second airborne vehicle 102b. The area data may be communicated to the third airborne vehicle 102c from the first airborne vehicle 102a directly or via the second airborne vehicle 102b (e.g., as a repeater).

[0089] The second command module 110b can then autonomously maneuver the second air vehicle 102b to enter or operate within the area 120 based at least in part on the received area data. In this manner, the second command module 110b may have greater flexibility in autonomously maneuvering the second air vehicle 102b, rather than relying strictly on flight commands and / or flight paths received from the first command module 110a or the mission manager 114. Additionally, in some examples, the area data may indicate an area 120 in which the second air vehicle 102b may navigate to form a predetermined formation. In other examples, the second command module 110b may not receive the area data, and may autonomously maneuver the second air vehicle 102b based on control signals received from the first command module 110a or the mission manager 114.

[0090] In some examples, the second command module 110b of the second airborne vehicle 102b receives its original flight path (e.g., the second flight path 104b) from the first airborne vehicle 102a and / or one of the mission manager 114. At a later time, the second command module 110b may receive control signals, sensor data (from the first command module 110a, the mission manager 114, or the second sensor 108b), flight commands, etc., and determine a modified flight path (e.g., the second updated flight path 106b) based on the control signals, sensor data, or flight commands. The second command module 110b is configured to compare the original flight path with the modified flight path and determine any differences between the original flight path and the modified flight path. In some such examples, if the second command module 110b determines (e.g., detects or identifies) any differences, the second command module 110b may autonomously maneuver the second airborne vehicle 102b to follow the modified flight path.

[0091] In other examples, the first command module 110a or the mission manager 114 is configured to compare and modify the flight paths. In such examples, the first command module 110a or the mission manager 114 may send the modified flight path (e.g., as a control signal) to the second command module 110b to implement autonomous control of the second air vehicle 102b based on the modified flight path. For example, the first command module 110a is configured to send a control signal including a flight command to the second command module 110b to divert the second air vehicle 102b from the original flight path (e.g., the second flight path 104b) to follow a modified flight path (e.g., the second updated flight path 106b to avoid the obstacle 132). The second command module 110b may receive the control signal with the flight command directing the second air vehicle 102b to follow the modified flight path, and may autonomously maneuver the second air vehicle 102b to move substantially along the modified flight path. In some examples, second command module 110b may receive a control signal including a second flight command from first command module 110a to return second airborne vehicle 102b from the modified flight path to the original flight path (e.g., once obstacle 132 is avoided). Second command module 110b may then autonomously maneuver second airborne vehicle 102b to navigate along second flight path 104b.

[0092] In yet another example, the second airborne vehicle 102b may include one or more sensors 108b configured to track the position and / or location of the first airborne vehicle 102a. In some such examples, in addition to (or as an alternative to) the second command module 110b receiving a control signal from the first command module 110a to cause the second command module 110b to autonomously maneuver the second airborne vehicle 102b, the second set of sensors 108b is configured to generate sensor data reflecting the position of the first airborne vehicle 102a, the location of the first airborne vehicle 102a, the distance from the first airborne vehicle 102a, etc. The second command module 110b may then be configured to generate control signals, flight commands, and / or flight paths based on the sensor data such that the second airborne vehicle 102b is autonomously maneuvered to follow the first airborne vehicle 102a. Thus, in some such examples, the second sensors 108b may be less advanced than the first set of sensors 108a because the second sensors 108b may only track the location of the first airborne vehicle 102a without generating sensor data reflecting characteristics of the environment 118. As described above, such reduced functionality of the second sensors 108b, the second command module 110b, or other components of the second airborne vehicle 102b may reduce the cost of manufacturing, operating, or maintaining the AAVNS 100. However, in other examples, the second sensors 108b are configured to generate sensor data reflecting both the location of the first airborne vehicle 102a and characteristics of the environment 118. In some aspects, one command module may mobilize another airborne vehicle to autonomously follow the airborne vehicle based on control signals and the tracked location of the airborne vehicle.

[0093] As another example, in some cases, rather than configuring the second air vehicle 102b to track the location of the first air vehicle 102a, the first air vehicle 102a is configured to track the location of the second air vehicle 102b. The first command module 110a of the first air vehicle 102a can then generate a control signal including a flight command, a flight path, or a predetermined formation to send to the second command module 110b, so that the second command module 110b can autonomously mobilize the second air vehicle 102b based on the received control signal. In this way, the second air vehicle 102b can include fewer, changed (e.g., sensors with different functions, sensing capabilities, computing capabilities, etc.) or even no sensors 108b, and can receive control signals from the first air vehicle 102a without the second command module 110b having to analyze sensor data and generate control signals on its own. In some aspects, various sensors can be distributed among a multi-vehicle formation to collectively provide more robust (e.g., more verified) situational awareness for one or more air vehicles in the formation.

[0094] Additionally, in some examples, the second command module 110b may receive an alert signal, such as from the first command module 110a or the mission manager 114. Upon receiving the alert signal, the second command module 110b may initiate a dispersed mode flight path 122, which is shown as being different from the second flight path 104b. Thus, upon receiving the alert signal, the second command module 110b may autonomously maneuver the second air vehicle 102b to follow the dispersed mode flight path 122 and avoid detected obstacles, hazards, hazards, etc. that may have prompted the first command module 110a or the mission manager 114 to send the alert signal. In some examples, the first command module 110a or the mission manager 114 is configured to send a termination alert to the second command module 110b upon determining that the event that prompted the alert signal is no longer present or active. The second command module 110b, upon receiving the termination alert, may direct or maneuver the second air vehicle 102b to return to navigate along the second flight path 104b.

[0095] In some examples, the first airborne vehicle 102a and / or the second airborne vehicle 102b is configured to generate and send a control signal to a third command module 110c of the third airborne vehicle 102c so that the third command module 110c autonomously maneuvers the third airborne vehicle 102c based on the control signal. In some such examples, the first command module 110a of the first airborne vehicle 102a may generate a control signal including a change from one predetermined formation to another predetermined formation, a flight command, or a third flight path 104c in the same or similar manner as described above with respect to the second airborne vehicle 102b. For example, the first command module 110a may determine a second change from the predetermined formation 126a to the different formation 126c for the third airborne vehicle 102c based on the sensor data. The first command module 110a may then generate a control signal to reflect the second change from its position in the predetermined formation 126a to its position in the different formation 126c. In such an example, the third command module 110c of the third air vehicle 102c can autonomously mobilize the third air vehicle 102c based on the control signal. As another example, in some cases, the first command module 110a of the first air vehicle 102a is configured to send a control signal to both the second air vehicle 102b and the third air vehicle 102c so that the second air vehicle 102b and the third air vehicle 102c maintain a predetermined air formation relative to the first air vehicle 102a. Additionally or alternatively, the second command module 110b of the second air vehicle 102b is configured to generate a control signal including a flight command or a third flight path 104c, and send the control signal to the third command module 110c. In yet another example, the third air vehicle 102c is configured to track and follow at least one of the first air vehicle 102a or the second air vehicle 102b.

[0096] Additionally, as described above, in some examples, the plurality of aerial vehicles 102 may include more than three aerial vehicles. In examples where the plurality of aerial vehicles 102 includes more than three aerial vehicles, in accordance with the present disclosure, the additional aerial vehicles are configured to receive control signals from another aerial vehicle in the plurality of aerial vehicles 102 or from the mission manager 114. Thus, the AAVNS 100 enables one or more aerial vehicles in the plurality of aerial vehicles 102 to have simpler capabilities than one or more other aerial vehicles in the plurality of aerial vehicles 102 while maintaining safe, efficient, accurate, and effective operation and mission accomplishment. The AAVNS 100 may also be a safe, efficient, accurate, and effective way to operate the plurality of aerial vehicles 102 in one or more predetermined formations.

[0097] One or more of the plurality of air vehicles 102 include sensors (e.g., sensors 108a, 108b, 108c) configured to generate sensor data including weather data, position data, obstacle data, map data, payload data, formation data, landing data, etc. The weather data may include information such as air data, storm data, temperature data, visibility data, or any other weather data. The position data may include information such as the location of one or more of the plurality of air vehicles 102, an operational base, a fuel area, an operational outpost, or any other location data. The obstacle data may include information such as the location of static obstacles (e.g., towers, trees, buildings, etc.) or dynamic obstacles (e.g., non-flying areas due to enemy activity, other vehicles, etc.), obstacle identification, hazard detection information, or any other obstacle data. The map data may include information for placing detected obstacles or hazards, weather systems, landing areas, etc. relative to each other. The payload may include information related to the payload 116 optionally carried by one or more of the aerial vehicles 102a to 102c, such as the weight of the payload 116, the state of the payload 116, the location of the payload 116, etc. The formation data may include data about the formation of the plurality of aerial vehicles 102. For example, the sensor may be able to determine the formation of the aerial vehicles 102a to 102c relative to each other (e.g., in a straight formation, in a triangular formation, etc.). The landing data may include data about the landing area (such as the topography of the landing area, gesture detection information, the slope of the landing area, or any other landing data). Although the sensor data is described herein as including weather data, location data, obstacle data, map data, payload data, formation data, and / or landing data, the sensor data may include any additional or alternative sensor data applicable to the AAVNS 100. The AAVNS 100 may then use the generated sensor data to generate control signals for one or more of the plurality of aerial vehicles 102.

[0098] The sensors can include any suitable sensors such as one or more of light detection and ranging (LIDAR), radio detection and ranging (RADAR), electro-optical infrared (EO / IR) imagers, stereo vision camera systems, radio altimeters (RADALT), air data sensors, GPS / inertial navigation systems (INS), or any other suitable sensors. In other examples, one or more of the aerial vehicles 102a to 102c can include a single sensor 108. In some examples, one or more of the aerial vehicles 102a to 102c can include two or more sensors 108, which can be the same or different. For example, one or more of the sensors can include optical sensors and non-optical sensors (e.g., RADAR, acoustic sensors, RADALT, air data sensors, microelectromechanical systems (MEMS), etc.). In yet another example, one or more of the multiple aerial vehicles 102 can not include any sensors 108. For example, in some cases, the first aerial vehicle 102a can include one or more sensors 108a, while the second aerial vehicle 102b and / or the third aerial vehicle 102c can not include sensors 108b, sensors 108c. In a similar manner, in some examples, the first aerial vehicle 102a can include one or more sensors 108a that are more complex than the sensors 108b, sensors 108c of the second aerial vehicle 102b and / or the third aerial vehicle 102c (e.g., more accurate, enhanced detection capabilities, finer sensing, etc.).

[0099] One or more of the sensors can be directed in certain directions relative to the flight direction (e.g., forward, backward, downward, or omnidirectional). For example, in some examples, one or more of the sensors 108a in the first aerial vehicle 102a can include a forward optical sensor and a backward optical sensor. In some such examples, at least one of the forward optical sensor or the backward optical sensor can include a LIDAR sensor. In other examples, one or both of the forward or backward sensors can include sensors other than LIDAR or optical sensors.

[0100] As Figure 2aAs shown, in some examples, each of the air vehicles 102a to 102c may include one or more sensors 108a, 108b, 108c configured to generate sensor data. In some such examples, one of the first air vehicle 102a, the second air vehicle 102b, or the third air vehicle 102c may have fewer or different (e.g., different functions, sensing capabilities, computing capabilities, etc.) sensors than another of the first air vehicle 102a, the second air vehicle 102b, or the third air vehicle 102c. For example, in a case where the first command module 110a generates a control signal to send to the second command module 110b so that the second command module 110b autonomously mobilizes the operation of the second air vehicle 102b, the second air vehicle 102b may include a second sensor 108b that is different from the first sensor 108a of the first air vehicle 102a. Additionally or alternatively, the second sensor 108b may include a smaller number of sensors than the first sensor 108a. In this manner, the first sensor 108a of the first airborne vehicle 102a may be configured to generate enhanced sensor data (e.g., more sensor data, more refined sensor data, more accurate sensor data, etc.) than the second sensor 108b of the second airborne vehicle 102b. Additionally, in some examples, the second airborne vehicle 102b may not include any sensors configured to generate sensor data reflecting one or more characteristics of the environment 118, and the second airborne vehicle 102b may instead obtain relevant flight information (e.g., in the form of control signals) from the first command module 110a or the mission manager 114. In other examples, the first sensor 108a on the first airborne vehicle 102a may face a different direction or include a different type of sensor than one or more other airborne vehicles in the plurality of airborne vehicles 102. AAVNS 100 may fuse sensor data from various airborne and ground-based sensors (e.g., one or more sensors 108a, 108b, 108c, 108d) to provide enhanced awareness of environment 118 via, for example, mission manager 114 and / or one or more of first command module 110a, second command module 110b, or third command module 110c.

[0101] When receiving sensor data from the first aerial vehicle 102a (or another source), the second aerial vehicle 102b may employ different, less complex, or fewer sensors that are configured to generate sensor data reflecting one or more characteristics of the environment 118. In some aspects, the second aerial vehicle 102b may omit such sensors entirely and rely solely on sensor data from the first aerial vehicle 102a (or another source). As a result, the second aerial vehicle 102b may be less expensive to manufacture, operate, or maintain than, for example, the first aerial vehicle 102a, while still enabling the second aerial vehicle 102b to obtain relevant characteristics of the environment 118 (from the first command module 110a or the mission manager 114 of the first aerial vehicle 102a). Thus, the AAVNS 100 including the second aerial vehicle 102b that is less expensive than the first aerial vehicle 102a can make the AAVNS 100 overall less expensive than some other autonomous vehicle control systems while enabling the AAVNS 100 to efficiently and safely complete missions. As a further example, the third aerial vehicle 102c can have sensors different from those of either or both of the first aerial vehicle 102a or the second aerial vehicle 102b and receive control signals generated based on sensor data from the first command module 110a, the second command module 110b, or the mission manager 114.

[0102] Although described with respect to the first aerial vehicle 102a having a higher sensing capability than the second aerial vehicle 102b, in other examples, any aerial vehicle 102a to 102c in the plurality of aerial vehicles 102 may have a smaller sensing range than any other aerial vehicle 102a to 102c in the plurality of aerial vehicles 102. As a specific example, the plurality of aerial vehicles 102 may include ten aerial vehicles. In such an example, the first aerial vehicle (such as the first aerial vehicle 102a) may be the most complex aerial vehicle, or a leader of the plurality of aerial vehicles 102. The plurality of aerial vehicles 102 may further include three aerial vehicles or sub-leaders that are different from the first aerial vehicle or leader, but more complex than the remaining six aerial vehicles in the group. Thus, the leader of the plurality of air vehicles 102 may have the most efficient and / or advanced sensors, the sub-leaders of the plurality of air vehicles may have relatively advanced sensors (while also relying at least in part on sensor data received from the leader), while the remaining air vehicles may have little or no sensor capabilities and rely almost entirely on information received from or generated by the leader and / or sub-leaders of the plurality of air vehicles 102. In other words, as long as at least one of the plurality of air vehicles 102a-102c has sophisticated or sufficiently advanced sensors capable of autonomously controlling the plurality of air vehicles 102, and each of the air vehicles 102a-102c is capable of communicating with at least one other air vehicle 102a-102c or the mission manager 114, the sensor data generated by the at least one air vehicle 102a-102c may be used to generate or modify control signals, predetermined formations, flight commands, and / or flight paths for the plurality of air vehicles 102.

[0103] As described above, the plurality of aerial vehicles 102 may be presented in the predetermined formation 126a. Figure 3a to Figure 3f 302a-302f. The example formations 300a-300f are for example purposes only. In other examples, other formations, numbers of air vehicles in each of the plurality of air vehicles 302a-302f, configurations of the plurality of air vehicles 302a-302f within a formation, etc. may be used in accordance with aspects of the present disclosure. Furthermore, although the plurality of air vehicles 302a-302f of the example formations 300a-300f will be described as having Figure 3a to Figure 3f The arrows shown are generally of the order of travel, but in other examples, the formations 300a-300f may travel in one or more additional or alternative directions.

[0104] In the following example, multiple aerial vehicles 302a-302f are described for up to three different types of aerial vehicles in each multiple aerial vehicles 302a-302f. For example, in some cases, one or more aerial vehicles in multiple aerial vehicles 302a-302f can be a guide aerial vehicle 304, one or more aerial vehicles in multiple aerial vehicles 302a-302f can be a sub-guide aerial vehicle 306, and one or more aerial vehicles in multiple aerial vehicles 302a-302f can be a follower aerial vehicle 308. In other words, multiple aerial vehicles 302a-302f can be arranged in layers according to commands. In some such examples, each of the guide aerial vehicle 304, the sub-guide aerial vehicle 306 and the follower aerial vehicle 308 can have different functions, sensing capabilities, computing capabilities or other differences. For example, in some examples, leader airborne vehicle 304 may have the most sophisticated sensing and / or computing capabilities of the plurality of airborne vehicles 302a-302f, follower airborne vehicle 308 may have the least sophisticated or even no sensing and / or computing capabilities, and sub-leader airborne vehicle 306 may have sensing and / or computing capabilities between the sensing and / or computing capabilities of leader airborne vehicle 304 and follower airborne vehicle 308. For example, as described above, in accordance with the AAVNS 100 described herein, leader airborne vehicle 304, sub-leader airborne vehicle 306, and / or follower airborne vehicle 308 may communicate with one another such that sensor data, mission data, formation information, flight paths, flight commands, control signals, etc. may be communicated between the plurality of airborne vehicles 302a-302f. However, in other examples, the plurality of aerial vehicles 302a-302f may all have the same or similar sensing and / or computing capabilities and may differ in another characteristic, or the plurality of aerial vehicles 302a-302f may all be substantially identical.

[0105] Furthermore, in some examples, the plurality of air vehicles 302a-302f may have one or more of each of the leader air vehicle 304, the sub-leader air vehicle 306, and the follower air vehicle 308. In other examples, the plurality of air vehicles 302a-302f may not have one or more of the leader air vehicle 304, the sub-leader air vehicle 306, or the follower air vehicle 308. Thus, although Figures 3a to 3fThere are various aerial vehicles labeled as leader aerial vehicle 304, sub-leader aerial vehicle 306, and follower aerial vehicle 308, but any of the plurality of aerial vehicles 302a-302f may be any of leader aerial vehicle 304, sub-leader aerial vehicle 306, follower aerial vehicle 308, or any other aerial vehicle described herein.

[0106] Figure 3a An example linear formation 300a of a plurality of aerial vehicles 302a is shown. Figure 3b An example triangular formation 300b of a plurality of aerial vehicles 302b is shown. Figure 3c An example leader-sub-leader-follower formation 300c is shown with a plurality of airborne vehicles 302c. Figure 3c In the example of FIG. 3 , there is one leader airborne vehicle 304c, three sub-leader airborne vehicles 306c, and six follower airborne vehicles 308c. Leader airborne vehicle 304c can communicate control signals, flight commands, flight paths, alerts, etc. to sub-leader airborne vehicles 306c, which in turn can communicate control signals, flight commands, flight paths, alerts, etc. to follower airborne vehicles 308c. Figure 3d An example circular formation 300d of a plurality of aerial vehicles 302d is shown. Figure 3d In the example of FIG. 3 , the leading end (eg, in the direction of travel indicated by the arrow) and the trailing end of the circular formation 300 d both have a leader aerial vehicle 304 d . Figure 3e An example dispersed formation 300e of multiple air vehicles 302e is shown, which can be used when avoiding obstacles. In some aspects, multiple different predetermined dispersed formations 300e can be used, wherein one of the multiple different predetermined dispersed formations can be selected based on obstacle parameters (e.g., the size, orientation, attitude, direction of travel, etc. of the obstacle). When the characteristics of the object are detected, the dispersed formation 300e can be adjusted or otherwise modified, which can be based at least in part on sensor data from the leader air vehicle. For example, the dispersed pattern of the three groups can be a triangular formation (when it is operating in a straight formation), and the leader detects the object to identify its path, causing the formation to change to a predetermined triangular formation, while adjusting the configuration of the predetermined triangular formation - such as distance, orientation, etc.

[0107] In some examples, the dispersed formation 300e may appear to be random, when in reality, the plurality of airborne vehicles 302e may be arranged in the dispersed formation 300e in a certain manner (e.g., maintaining a certain positioning, distance from one or more of the plurality of airborne vehicles 302e, etc.), and simply appear to be in an unorganized configuration. Figure 3fAn example composite formation 300f is shown of a plurality of airborne vehicles 302f. In some examples, the plurality of airborne vehicles 302f may be arranged in a composite formation 300f, which may include one or more combinations of formations. For example, Figure 3f In the example of FIG. 3 , a plurality of air vehicles 302f are configured in two different formations (a straight formation and a dispersed formation). Figures 3a to 3f In addition to the example of FIG. 3 , the plurality of aerial vehicles 302a - 302f may be arranged in any suitable formation.

[0108] In this manner, in an example where the first command module 110a determines a change of the second airborne vehicles 102b from the predetermined formation 126a to the different formation 126c based at least in part on the sensor data, the first command module 110a may determine the change from the predetermined formation 126a to the different formation 126c. Figures 3a to 3f Any scheduled formation 300a-300f or another scheduled formation to Figures 3a to 3f The first command module 110a may then generate a control signal reflecting the change and send the control signal to the second airborne vehicle 102b. A similar process may be used for other airborne vehicles in the plurality of airborne vehicles 102.

[0109] Figure 4aAn example software functional architecture is shown to facilitate operations between a mission manager 114, one or more ground-based objects 130 (if available), and a plurality of air vehicles 102a, 102b, 102c, wherein a single leader air vehicle (e.g., a first air vehicle 102a) is equipped to make decisions for other air vehicles (e.g., a second air vehicle 102b and a third air vehicle 102c). The plurality of air vehicles 102a, 102b, 102c are configured to communicate data (e.g., flight commands and / or sensor data) between the mission manager 114 and / or the one or more air vehicles 102a, 102b, 102c. The mission manager 114 and / or the one or more air vehicles 102a, 102b, 102c may also communicate sensor data from the one or more ground-based objects 130. The data may be communicated in one of a variety of ways. For example, directly between the mission manager 114 and an airborne vehicle (e.g., the first airborne vehicle 102a), directly between two or more airborne vehicles (e.g., between the first airborne vehicle 102a and the second airborne vehicle 102b), or indirectly between two or more airborne vehicles (e.g., between the first airborne vehicle 102a and the third airborne vehicle 102c via the second airborne vehicle 102b as a relay), etc. As shown, each of the plurality of airborne vehicles 102a, 102b, 102c includes a command module 110a, 110b, 110c having a vehicle management system 446a, 446b, 446c and a flight controller 402a, 402b, 402c to control various components (e.g., control surfaces or other flight components 416a) of its corresponding airborne vehicle 102a, 102b, 102c.

[0110] In the example shown, the first airborne vehicle 102a operates as a leader and employs a mission management system 448 to process information (e.g., sensor data from the first sensor 108a or the mission manager 114) to provide various functions including mission planning 448a, mission coordination 448b, situational awareness 448c, and mission execution 448d. As shown, each of the plurality of airborne vehicles 102a, 102b, 102c is equipped with a flight controller 402a, 402b, 402c, but not all airborne vehicles 102a, 102b, 102c need to be equipped with a mission management system 448 to process mission planning 448a, mission coordination 448b, situational awareness 448c, and mission execution 448d. In operation, the mission manager 114 and / or the first command module 110a may generate trajectory / path information for each of the first air vehicle 102a and the remaining air vehicles 102b, 102c, which each correspondingly control their respective flight controllers 402b, 402c to execute the paths (e.g., the second flight path 104b and the third flight path 104c) specified by the mission manager 114 and / or the first command module 110a. In other words, the first command module 110a has the ability to detect and determine path changes (e.g., based on sensor data), while the second command module 110b and the third command module 110c are configured to navigate the respective second air vehicle 102b and the third air vehicle 102c based on information received from the first command module 110a rather than onboard sensors (if any).

[0111] Figure 4b A block diagram of an example AAVNS 100 is shown. Figure 4bAs shown, the first command module 110a of the AAVNS 100 may include a flight controller 402a, a motion planner 404, a dynamic route planner 406, a sensing and perception module 414, and a vehicle dynamic lookup 410. To facilitate the various functions of the AAVNS 100, the AAVNS 100 may employ one or more command modules (e.g., the first command module 110a), each of which may include one or more processors that are operably coupled to (1) a memory device, (2) one or more of the sensors 108, and / or (3) other systems disclosed herein or known in the art. For example, to process and manipulate data, the first command module 110a may be equipped to run software that may be stored in ROM, RAM, or one or more other computer-readable storage media. Similarly, data collected or created by the AAVNS 100 may be stored in RAM, ROM, or other suitable storage media for long-term retention. The AAVNS 100 may receive and transmit data related to the position, velocity, or any other data of one or more of the plurality of aerial vehicles 102 via the first command module 110a. The first command module 110a and / or other hardware may be powered by a power source, which may be AC ​​or DC (e.g., conventional line current, battery power, solar power, wind power, etc.). Although described with respect to the first command module 110a, any other processor (e.g., the second command module 110b, the third command module 110c, or other suitable processors) or combinations thereof may be configured to provide the functionality attributed to the AAVNS 100, the task manager 114, or any other element described herein.

[0112] The flight controller 402a may provide feedback (e.g., vehicle state data, wind estimation data, etc.) to the vehicle dynamics lookup 410 via the vehicle dynamics 416, which may generate vehicle dynamics data from one or more sensors 108. Such vehicle dynamics data may also be used as an input to one or more flight controllers or flight controller systems to control components of the aircraft (e.g., flying components 416a). In some cases, the flight controller 402a may be operably coupled to the motion planner 404, the vehicle dynamics lookup 410, and the vehicle dynamics 416. In operation, the flight controller 402a generates control signals based at least in part on data received from, for example, the motion planner 404 and one or more sensors 108. The control signals generated by the flight controller 402a may be communicated to the flying components 416a or used to control the flying components 416a. Example flight components 416a include, for example, rotorcraft flight controls (e.g., collective, cyclic, pedals, throttle, auxiliary components, etc.), fixed-wing air vehicle controls (e.g., ailerons, rudder, trim tabs, elevators, throttles, etc.), or any other suitable flight components or controls. Thus, the first command module 110a, along with other hardware on the first air vehicle 102a (e.g., flight controller 402a, sensors 108a, etc.), can function as a mission management system 448 for each air vehicle (e.g., first air vehicle 102a, second air vehicle 102b, third air vehicle 102c) in a given formation.

[0113] In some examples, the flight controller 402a may further employ, for example, a user interface and a processor operably coupled to a memory / data storage device and one or more sensors 108. For example, in order to process and manipulate data, the processor may be equipped to run software that may be stored in a ROM, RAM, or one or more other computer-readable storage media. Similarly, data collected or created by the flight controller 402a may be stored in a RAM, ROM, or another suitable storage medium for long-term retention. The flight controller 402a may receive and transmit data related to position, speed, attitude, etc. via the processor. The flight controller 402a may further include a remote user interface that allows an operator (e.g., an operator implemented by a person or a computer, which may be local or remote) to input commands, display information, and / or control the operation of the flight controller 402a. The remote user interface may be the same as the remote user interface for controlling the AAVNS 100. The user interface may be coupled to the flight controller 402a and may include, for example, a computer, a keyboard, a mouse, a touch screen, a joystick, and the like. To monitor various flight conditions, the flight controller 402a may further employ one or more sensors (eg, weather RADAR, engine sensors, vertical / directional gyroscopes, accelerometers, thermometers, altimeters, etc.).

[0114] The motion planner 404 plans trajectories and receives data (e.g., sensor data, obstacle data, and state data) from the sensing and perception module 414, which may receive sensor data from various sensors located on one or more of the plurality of air vehicles 102. The various sensors may include, for example, a LIDAR 424, a radio detection and ranging (RADAR) 426, an electro-optical infrared (EO / IR) imager 428, a stereo vision camera system 438, a radio altimeter (RADALT) 440, an air data sensor 442, and / or a GPS / inertial navigation system (INS) 444.

[0115] In some examples, given the original flight path from the mission planner, the motion planner 404 calculates the trajectory based on multiple objectives including proximity to obstacles, desired landing vector (based on wind direction), vehicle dynamics, and positioning accuracy. The trajectory generation scheme also continuously improves and optimizes the trajectory based on specified criteria. The trajectory generation scheme can quickly generate and iterate on a new command path that avoids any detected obstacles and the vehicle can follow the path. The advantage of this approach can be that the fidelity of the parallel planning algorithm depends on the available computing power. If resources are limited, only a small part of the search space can be explored while still obtaining an acceptable (e.g., "good enough") solution. The planning system is robust and adapts to changes in the dynamics of one or more of the multiple air vehicles 102 (because it will change according to weight and wind conditions). Special maneuvers related to launching and landing from sloping terrain can also be adopted. The algorithm can be configured to address unexpected interruptions in vehicle dynamics (e.g., contact with undetected ground features) by adding hidden states. Such mission levels and motion planning algorithms can be applicable to a variety of air vehicles. The algorithm combines multiple objectives and constraints in real time and incorporates and adapts dynamics into motion plans with higher fidelity control and propagates uncertainty for robust control during banked landings.

[0116] The AAVNS 100 may further include a dynamic route planner 406. In some such examples, route planning may be facilitated via a software algorithm referred to as "4D-D*" that explicitly addresses the problem of routing multiple vehicles using a combination of data from a map and information gradually discovered from sensors 108. The advantage of 4D-D is that a completely new trajectory on a large map can be calculated in milliseconds by modifying old trajectories, rather than having to be completely recalculated upon receipt of new information. Different paths may be preferred depending on the priority of mission urgency or fuel conservation. The algorithm will select a path that optimizes a large number of criteria, some of which may change during the execution of a mission. The algorithm complexity (computation time) may enable an "any time" version that will continually improve the solution at a given time, but produce an answer (in some cases, suboptimal) at any time that may be required.

[0117] In use, data may be communicated directly between two or more of the flight controller 402a, the motion planner 404, and the dynamic route planner 406, or via the vehicle dynamics lookup 410. In some examples, data may also be communicated directly between one or more of the flight controller 402a, the motion planner 404, the dynamic route planner 406, and the mission manager 114, or via the vehicle dynamics lookup 410. For example, the mission manager 114 may (1) communicate mission and constraint data to the dynamic route planner 406; and / or (2) communicate route and mission data to the motion planner 404. The dynamic route planner 406 may similarly provide route and mission data to the motion planner 404 based on data (e.g., constraints) received from the vehicle dynamics lookup 410. The motion planner 404 may provide trajectory data to the flight controller 402a based at least in part on sensor data received from the sensing and perception module 414 and / or the vehicle dynamics lookup 410. Vehicle dynamic lookup 410 may be further configured to receive data from mission manager 114 (eg, mission urgency, fuel / cargo weight, etc.).

[0118] Although the mission manager 114 is illustrated as being located external to the first airborne vehicle 102a, in some examples, the first airborne vehicle 102a may include the mission manager 114 within the first command module 110a. Figure 4b Components of the first command module 110a shown in FIG. 1 (e.g., flight controller 402a, motion planner 404, dynamic route planner 406, and / or vehicle dynamic lookup) may be located in a remote system communicatively coupled to the first command module 110a. In some such examples, the mission manager 114 and / or components of the first command module 110a may be part of the AAVNS 100. In other examples, the mission manager 114 and / or components of the first command module 110a may be part of a system other than the AAVNS 100 but in communication with the AAVNS 100 and / or one or more of the plurality of air vehicles 102.

[0119] In an example where the mission manager 114 is not located on the first air vehicle 102a, the mission manager 114 can be communicatively coupled to the first air vehicle 102a via a communication system or module 412. In some aspects, each of the plurality of air vehicles 102 can be used as a communication node in a network (e.g., a mesh network), so that information between the first air vehicle 102a and the second air vehicle 102b can be implemented using the third air vehicle 102c in the middle. In addition, in some examples, the mission manager 114 can be communicatively coupled to one or more remote systems or operators. For example, the mission manager 114 can wirelessly communicate with the user interface device 408, a remote server, the first air vehicle 102a, the second air vehicle 102b, etc. In some examples, the mission manager 114 can be configured to send data, countermeasures, and / or other data reflecting the mission payload to ground personnel (e.g., user interface devices, cargo systems, auxiliary systems, etc.) or other systems (e.g., medical systems). Similarly, mission manager 114 may be configured to receive sensor data from sensors indicating ground threats, obstacles, or any other sensor data described herein, such as weather data, position data, obstacle data, map data, payload data, formation data, or landing data.

[0120] In an example where the mission manager 114 includes a mission sequencer, the mission sequencer can manage the overall behavior of the AAVNS 100 including multiple air vehicles 102. The mission sequencer can employ multiple state machines, one state machine managing the overall behavior of multiple air vehicles 102, and other state machines managing commands issued by the first command module 110a, the main operating base, the combat post, the user interface device, etc. The mission sequencer can track the waypoints located by one or more air vehicles 102a to 102c, communicate with the combat post to negotiate landing, and instruct the route feeder to send a new route to the trajectory planner via the mission command when necessary. The mission sequencer can also communicate the route or the stage of the route (e.g., initialization and configuration, launch, en route, approach, etc.) being executed by one or more of the multiple air vehicles 102 to the route feeder.

[0121] The mission manager 114 may also include a mission planning service to receive mission planning data for use by components of the mission manager 114. The mission manager 114 is generally responsible for coordinating the primary autonomous operations of one or more of the plurality of air vehicles 102, including: (a) sequencing the primary autonomous operations of one or more of the plurality of air vehicles 102; (b) monitoring and feeding required position information to a trajectory planner; and (c) requesting automatic recalculation of the flight path when there is a significant deviation from the desired flight path or when the mission's operating area (safety air volume) changes. However, in other examples, a processor on an air vehicle (such as the first command module 110a on the first air vehicle 102a) may be configured to coordinate the primary autonomous operations of one or more of the plurality of air vehicles 102 in addition to (or as an alternative to) the mission manager 114.

[0122] The aforementioned purpose is to enable multiple aerial vehicles 102 to operate safely during launch, cruise and descent by enabling one or more of the multiple aerial vehicles 102 to understand the surrounding environment. Therefore, the goal of AAVNS 100 can be to ensure a safe final approach and stable landing, environmental understanding during launch and / or cruise, etc. For example, AAVNS 100 perception can be configured to operate in a visually degraded and GPS-denied environment. Operating in a visually degraded environment may also require sensors that penetrate cover, and GPS-denied operations will require the use of available sensors to implement alternative navigation methods. During cruise flight and during final approach, sensing and perception module 414 can be used to find obstacles (such as buildings, trees, wires and towers) that may not be known in advance. Third, sensing and perception module 414 can be used to estimate aerial vehicle positioning in the case of GPS denial or interruption that may occur due to interference or due to terrain obstruction.

[0123] The sensors (e.g., sensors used with the first sensor 108a, the second sensor 108b, the third sensor 108c, and the ground-based sensor 108d) may include one of a number of suitable sensors, such as a light detection and ranging (LIDAR) 424, a radio detection and ranging (RADAR) 426, an electro-optical infrared (EO / IR) imager 428, a stereo vision camera system 438, a radio altimeter (RADALT) 440, an air data sensor 442, a GPS / inertial navigation system (INS) 444, and the like.

[0124] In some examples, one or more sensors include RADAR 426. RADARs, such as forward RADARs, can be used to provide low-resolution imaging during weather conditions and severe power-off conditions during landing. Forward RADARs can be configured to detect or measure the distance to objects that obstruct the intended flight path.

[0125] In some examples, one or more sensors include EO / IR 428. Passive electro-optical infrared (EO / IR) imagers may be commonly used for navigation in GPS-denied environments, terrain analysis, and detection of water and vegetation.

[0126] In some examples, one or more sensors include stereo vision camera system 438. Stereo vision camera system 438 may employ two cameras that are horizontally displaced from each other to obtain two different views of the area (e.g., the area within the field of view of one or more of plurality of aerial vehicles 102). By comparing the two images, relative depth information may be obtained in the form of a disparity map that encodes the differences in horizontal coordinates of corresponding image points. The values ​​in the disparity map are inversely proportional to the scene depth at the corresponding pixel location.

[0127] In some examples, one or more sensors include a GPS / INS device 444. When available, the GPS / INS device 444 can be used to provide latitude and longitude information and altitude. The GPS / INS device 444 uses GPS satellite signals to correct or calibrate the solution from the INS. GPS provides an absolute drift-free positioning value that can be used to reset the INS solution or can be mixed with the INS by using a mathematical algorithm (such as a Kalman filter). The angular direction of the device can be inferred from a series of positioning updates made by the GPS. Changes in positioning errors relative to GPS can be used to estimate unknown angular errors. The benefit of using GPS with INS is that the INS can be calibrated by GPS signals, and the INS can provide positioning and angle updates at a faster rate than GPS. For highly dynamic vehicles such as missiles and aircraft, INS fills the gaps between GPS positioning. In addition, GPS may lose its signal, and INS can continue to calculate positioning and angles during the loss of GPS signals.

[0128] If the GPS / INS device 444 is unavailable (e.g., GPS Denial of Operation), which may be due to poor reception or failure, for example, due to effective interference or shadowing of the terrain, the AAVNS 100 remains functional despite the interruption of the GPS signal. In one example, the AAVNS 100 can navigate the multiple aerial vehicles 102 using visual landmarks for navigation. Specifically, satellite maps of the area as well as digital terrain evaluation data (DTED) can be used to determine significant features offline. Therefore, one or more databases that can be stored in the memory / data storage device can be used to store information related to, but not limited to, DTED, buildings and structures, geographic maps, and / or any other information that can be used to assist in navigating the multiple aerial vehicles. During the mission, the sensor data can be compared to the map to produce a navigation solution.

[0129] The AAVNS 100 may include or may be operably coupled to one or more communication transceivers that may be used to wirelessly communicate data signals between the AAVNS 100, the airborne vehicles 102a to 102c, the mission manager 114, and / or one or more of the remote systems. For example, the wireless communication device may be configured to communicate data (e.g., monitoring data, mission planning data, control signals, flight commands, flight paths, etc.) with one or more remote systems. In order to facilitate optional wireless communication, one or more of the multiple airborne vehicles 102 may further include an airborne communication link that is capable of transmitting ("TX") and receiving ("RX") data using one or more antennas (e.g., top and bottom). The antenna may be controlled via a processor (e.g., command modules 110a-110c) that is operably coupled to a radio frequency (RF) switch. Thus, data collected or created by the AAVNS 100 may be communicated with a remote system and / or any other device capable of wired or wireless communication using a wired communication link or a wireless communication link.

[0130] As described above, first command module 110a of first airborne vehicle 102a may be configured to send control signals to second command module 110b of second airborne vehicle 102b. Thus, first command module 110a may be configured to send control signals to second command module 110b via communication module 412. Additionally or alternatively, first command module 110a may send other data or information to second command module 110b via communication module 412. Furthermore, first command module 110a may be configured to send control signals or other information to one or more other vehicles in plurality of airborne vehicles 102 in addition to (or in lieu of) second command module 110b.

[0131] In some examples, the second aerial vehicle 102b, the third aerial vehicle 102c, and any other aerial vehicle in the plurality of aerial vehicles 102 may be the same or substantially the same as the first aerial vehicle 102a depicted in FIG. 4. Therefore, for the sake of simplicity, aerial vehicles other than the first aerial vehicle 102a in the plurality of aerial vehicles 102 will not be described in detail herein. However, in other examples, the aerial vehicles in the plurality of aerial vehicles 102 may be different from the first aerial vehicle 102a. As an example, another aerial vehicle in the plurality of aerial vehicles may not include the dynamic route planner 406, the motion planner 404, and / or the flight controller 402a. In such an example, the aerial vehicle may receive a control signal including a flight command or a flight path from another aerial vehicle in the plurality of aerial vehicles 102 or the mission manager 114.

[0132] AAVNS 100 can provide modular platform-independent processors, sensors 108 and software that can be applied to various air vehicles and missions, thereby reducing the total cost of ownership and the time required for integrating the developed technology into the field system. The current solution for complex architecture relies on a series of point-to-point devices, each of which has a dedicated interface. In order to reduce the number of components in these systems, tightly coupled codes developed for specific hardware, operating systems, applications and target platforms are usually used to combine many functions in one device. Traditional architecture requires a lot of time and funding sources to integrate, certify and upgrade, while limiting life cycle maintenance to a major integrator. However, AAVNS 100 will benefit from an improved architecture that allows functional modules to interoperate with clearly defined interfaces. In addition, AAVNS 100 can be able to support the restart of health monitoring, diagnosis and fault computer processes during the mission, all without the need for onboard personnel to participate.

[0133] In some examples, such as an optional piloted aircraft, interaction with multiple air vehicles 102 via a user interface device 408 can be achieved with minimal equipment and infrastructure, so that field personnel can request services from an aircraft equipped with AAVNS 100 for humanitarian relief operations, non-combatant evacuations, conventional cargo replenishment, ongoing replenishment, irregular operations, ongoing conventional combat, or any other mission. The interface can be intuitive and oriented around the tasks completed during the mission. In some cases, since the air vehicle may be guided to a location without ground personnel or communications, it may be critical to not rely on the operator to land. Therefore, during the critical landing phase, the most useful role of the operator may be to enhance safety, thereby allowing the complete human-machine system to perform at a higher level than the performance of the machine or human driver itself. Human-machine interaction can also achieve a certain degree of redundancy in the event of a failure or possible degradation of performance of the onboard system.

[0134] Figure 5 1 is a block diagram showing an example system architecture 500 including two or more AAVNS 100a-100n. In some examples, one or more autonomous air vehicle navigation systems 100 may be configured to operate, control and / or communicatively couple at least one other AAVNS 100. In such examples, as described above, each AAVNS 100 may include a plurality of air vehicles 102 or a group of air vehicles 102. In some such examples, each AAVNS 100 may operate in coordination with or in view of the operation of one or more other AAVNS 100. In turn, duplicate tasks or unnecessary tasks may be avoided, the cost of the system may be lower, and tasks may be completed in a more efficient manner. For example, unlike AAVNS 100a completing a single task and AAVNS 100b completing a single task near another task, components of system architecture 500 may determine that sending AAVNS 100 one task to complete both tasks is cheaper, more efficient, etc., rather than sending two different AAVNS 100a, 100b to complete both tasks.

[0135] The system architecture 500 includes a plurality of functional modules configured to control two or more AAVNS 100a-100n. In some examples, the system architecture 500 includes a joint mission interface module 504, a joint mission management module 506, a joint route planning module 508, a joint sensor perception and fusion module 510, a joint motion planning module 512, and a joint control interface 514. The joint mission management module 506, the joint route planning module 508, the joint sensor perception and fusion module 510, and the joint motion planning module 512 may be similar to the mission manager 114, the dynamic route planner 406, the sensing and perception module 414, and the motion planner 404 as described with respect to FIG. 3, respectively, but may perform functional tasks in view of sensor data, flight information, etc. from each of the AAVNS 100a-100n. Thus, each functional module may be configured to generate, send and / or receive control signals, sensor data or other information from each of the AAVNS 100a-100n so that the system architecture 500 can determine an efficient and inexpensive plan to navigate each of the multiple air vehicles of each AAVNS 100a-100n. In some examples, the joint mission interface module 504 may receive mission requests from each AAVNS 100a-100n and may allocate, organize, monitor or schedule missions in view of metrics (such as location, fuel level, operating cost, number of missions to be completed, etc.) of each AAVNS 100a-100n. The joint control interface 514 may be configured to control the operation of each AAVNS 100a-100n. For example, the joint control interface 514 may be configured to direct the AAVNS 100a-100n to perform certain missions. As another example, in some cases, the system architecture 500 can be configured to generate control signals, flight commands, or flight paths for one or more air vehicles associated with the AAVNS 100a-100n. Therefore, the AAVNS 100a-100n and the joint mission interface module 504, the joint mission management module 506, the joint mission planning module 508, the joint sensor perception and fusion module 510, the joint motion planning module 512, and the joint control interface 514 can be communicatively coupled with the data bus 502. In some examples, the data bus 502 can include a DDS open standard data bus. In other examples, the data bus 502 can include any other suitable data bus.

[0136] Figure 6 1 is a flow chart illustrating an example method 600 of operating a plurality of aerial vehicles 102 of an AAVNS 100 in an environment 118. For ease of description only, the following description will be made with respect to FIG. Figure 2a Description of AAVNS 100 Figure 6In other examples, additional or alternative systems, vehicles, or components may be used to perform Figure 6 method.

[0137] After step 602 begins, at step 604, the first command module 110a or the mission manager 114 may receive mission data. In some such examples, the mission data may be received from a user input device. At step 606, the first command module 110a may receive sensor data reflecting one or more features of the environment 118. For example, the first air vehicle 102a may navigate along the first flight path 104a and receive sensor data generated by the first sensor 108a on the first air vehicle 102a. Such sensor data may include weather data, location data, obstacle data, map data, payload data, formation data, landing data, etc. In some examples, at step 608, the first command module 110a may track an object. For example, at step 608, the first command module 110a may track the location of the second air vehicle 102b, the third air vehicle 102c, and / or another object. Although the example method 600 shows receiving sensor data (step 606) after receiving mission data (step 604), those skilled in the art will appreciate that the order of these steps may be rearranged (e.g., depending on the order in which the data becomes available or other design requirements of the system).

[0138] At step 610, the first command module 110a may determine or change (e.g., modify or correct) one or more flight paths (e.g., original flight paths). The first command module 110a may determine the one or more flight paths based at least in part on pre-flight mission data including route information, known weather conditions, known vehicle states (e.g., fuel levels, damage, battery charge states, etc.), which may be modified or corrected based at least in part on sensor data. For example, the first command module 110a may determine the second flight path 104b of the second airborne vehicle 102b and / or the third flight path 104c of the third airborne vehicle based at least in part on the sensor data. In some examples, the first command module 110a may generate the flight paths based on mission data and / or tracked object data in addition to (or as an alternative to) the sensor data. After generating the one or more flight paths, at step 612, the first command module 110a may generate control signals reflecting the one or more flight paths. For example, in an example where the first command module 110a determines a second flight path 104b for the second airborne vehicle 102b, the first command module 110a may generate a control signal that reflects the second flight path 104b. In such an example, the first command module 110a of the first airborne vehicle 102a may send the control signal to the second command module 110b of the second airborne vehicle 102b at step 614. In some examples, the first command module may send the control signal to the second airborne vehicle 102b via the mission manager 114. As another example, in an example where the first command module 110a determines a third flight path 104c for the third airborne vehicle 102c, at step 614, the first command module 110a may generate a control signal that reflects the third flight path 104c and may send the control signal to the third command module 110c of the third airborne vehicle 102c. In some examples, the first command module 110a may send the control signal to the third airborne vehicle 102c via the second airborne vehicle 102b or the mission manager 114 .

[0139] In yet another example, the first command module 110a may generate control signals to autonomously maneuver the second air vehicle 102b to follow the first air vehicle 102a and / or control the autonomous third air vehicle 102c to follow the second air vehicle 102b. In a further example, the first command module 110a may generate control signals to autonomously maneuver the second air vehicle 102b and the third air vehicle 102c to maintain a predetermined air formation relative to the first air vehicle 102a. In addition, the first command module 110a may send a flight command to one or both of the second air vehicle 102b or the third air vehicle 102c to divert the second air vehicle 102b from the second flight path 104b or the third air vehicle 102c from the third flight path 104c to follow a modified flight path. In such an example, the first command module 110a may send a second flight command to direct the second air vehicle 102b to return to the second flight path 104b and / or the third air vehicle 102c to return to the third flight path 104c. As another example, the first command module may generate area data indicating one or more landing areas 112 proximate to the second flight path 104b and send the area data to the second air vehicle 102b. In some cases, the first command module 110a may send an alert signal to one or more of the plurality of air vehicles 102 to direct the one or more of the plurality of air vehicles to follow a dispersed mode flight path 122 that is different from the current flight path (e.g., different from the second flight path 104b or the third flight path 104c). Then, the first command module 110a may send a termination alert to return one or more of the plurality of air vehicles to a previous flight path (e.g., the second flight path 104b or the third flight path 104c).

[0140] In some examples, at step 616, the first command module 110a may receive feedback from at least one of the second air vehicle 102b or the third air vehicle 102c after sending the corresponding control signal. For example, the first command module 110a determines an updated flight path (e.g., the first updated flight path 106a) for the second air vehicle 102b based at least in part on the feedback to change from the predetermined formation 126a to the different formation 126c. In such an example, at step 618, the first command module 110a may determine an updated flight path for the second air vehicle 102b or the third air vehicle 102c based at least in part on the sensor data and the received feedback. The feedback may reflect, for example, the state of the air vehicle (e.g., fuel state, maintenance state, damage, etc.), which may then be used as a factor in determining the updated flight path. In fact, based on the current state of any air vehicle, a given flight path may not be feasible. For example, if the amount of fuel on the aircraft is insufficient for the flight path, an updated flight path requiring less fuel may be determined. Similarly, if damage to an aerial vehicle prevents the aerial vehicle from making certain maneuvers, an updated flight path may be determined that avoids such maneuvers. For example, the status of any aerial vehicle damage may be determined using onboard sensors (e.g., health monitoring sensors), performance data, or observations from other aerial vehicles. For example, an aerial vehicle may observe (e.g., via optical sensors) damage to another aerial vehicle.

[0141] At step 620, the first command module 110a may then generate an updated control signal reflecting the updated flight path of one or both of the second air vehicle 102b or the third air vehicle 102c. At step 622, the first command module 110a of the first air vehicle 102a then sends the updated control signal to the corresponding second air vehicle 102b or the third air vehicle 102c. If the mission is completed at step 622, or if the first command module 110a does not receive feedback from any other air vehicle in the plurality of air vehicles 102, the method may end at step 624. In other examples, the method may be repeated until the mission is completed. As described above, in some examples, the second command module 110b may receive a control signal including a second flight command from the first command module 110a to return the second air vehicle 102b (or another air vehicle in the plurality of air vehicles 102) from the modified flight path to the original flight path (e.g., once clear of the obstacle 132). To this end, the second command module may receive a second flight command from the first command module to return the second air vehicle 102c from the second flight path to the flight path associated with the predetermined formation 126a.

[0142] Figure 7 1 is a flow chart illustrating another example method 700 of operating multiple aerial vehicles 102 of the AAVNS 100 in the environment 118. For ease of description only, the Figure 2a Description of AAVNS 100 Figure 7 In other examples, additional or alternative systems, vehicles, or components may be used to perform Figure 7 method.

[0143] After starting at step 702, at step 706, the first command module 110a or the mission manager 114 receives mission data. In some such examples, the mission data may be received from a user input device or the mission manager 114. In some examples, at step 704, the first command module 110a receives sensor data reflecting one or more characteristics of the environment 118. In an example, the first airborne vehicle 102a may navigate along a first flight path 104a and receive sensor data generated by a first sensor 108a on the first airborne vehicle 102a. Such sensor data may include weather data, position data, obstacle data, map data, payload data, formation data, landing data, etc.

[0144] At step 708, the first command module 110a determines a change from the predetermined formation 126a to the different formation 126c for the second airborne vehicle 102b based at least in part on the sensor data. In some examples, the predetermined formation 126a and the different formation 126c of the second airborne vehicle 102b may be relative to the first airborne vehicle 102a. At step 710, the first control module 110a generates a control signal reflecting the change from the predetermined formation 126a to the different formation 126c, and sends the control signal to the second airborne vehicle 102b at step 712. In some examples, the method 700 may end at step 714 after sending the control signal to the second airborne vehicle 102b. In other examples, the method 700 may be repeated until the mission is completed. In such an example, the first command module 110a may determine a plurality of changes in the predetermined formation, generate control signals based on the changes, and send the control signals to the second airborne vehicle 102b.

[0145] Figure 8 1 is a flow chart illustrating an example method 800 of operating the second air vehicle 102b or the third air vehicle 102c of the AAVNS 100 in the environment 118. For ease of description only, the second air vehicle 102b or the third air vehicle 102c of the AAVNS 100 will be described with respect to FIG. Figure 4a Architecture description Figure 8For example, in operation, the mission management system 448 of the first command module 110a of the first airborne vehicle 102a may direct the flight controller 402b of the second airborne vehicle 102b to send control signals to its flight components (e.g., control surfaces, motors, engines, etc.). The mission management system 448 is configured to receive feedback from the second command module 110b and / or the third command module 110c, which may be used as sensor input to update the control signals. In other examples, additional or alternative systems, vehicles, or components may be used to perform Figure 8 Furthermore, although the second air vehicle 102b is mainly described Figure 8 800, but operating the third aerial vehicle 102c according to the present disclosure may be the same or substantially the same as operating the second aerial vehicle 102b according to the method 800.

[0146] After starting at step 802, at step 804, the second command module 110b of the second airborne vehicle 102b receives a control signal from the first command module 110a of the first airborne vehicle 102a. For example, the control signal may be generated based on information from the mission management system 448. After receiving the control signal, at step 806, the second command module 110b substantially maneuvers the second airborne vehicle 102b along the second flight path 104b based on the control signal. In some examples, at step 808, the second airborne vehicle 102b may generate feedback and send the feedback to the first airborne vehicle 102a at step 810. For example, the second airborne vehicle 102b may send the feedback to the mission management system 448 directly or via a relay (e.g., another airborne vehicle). At step 812, in some examples, the second command module 110b may receive an updated control signal from the first airborne vehicle 102a, which may be generated by the mission management system 448. In such an example, the second command module 110b may autonomously maneuver the second airborne vehicle 102b based on the received updated control signal at step 814. If the mission is completed at step 814, or if the second command module 110b does not generate feedback at step 808, the method may end at step 816. In other examples, the method may repeat until the mission is completed.

[0147] Furthermore, the present disclosure includes embodiments according to the following clauses:

[0148] Clause 1. A method of operating a plurality of aerial vehicles in an environment, the method comprising:

[0149] receiving, at a first command module of a first airborne vehicle navigating along a first flight path, sensor data from one or more sensors on the first airborne vehicle, wherein the sensor data reflects one or more characteristics of the environment;

[0150] determining, via the first command module, a change of a second airborne vehicle from a predetermined formation to a different formation based at least in part on the sensor data, wherein the predetermined formation and the different formation are relative to the first airborne vehicle;

[0151] generating, via the first command module, a control signal reflecting a change from the predetermined formation to the different formation; and

[0152] The control signal is sent from the first aerial vehicle to the second aerial vehicle.

[0153] Clause 2. The method according to clause 1, further comprising the following steps:

[0154] A second flight path for a second airborne vehicle reflecting the change from the predetermined formation to the different formation is determined, via the first command module or mission manager, wherein the control signal reflects the second flight path for the second airborne vehicle.

[0155] Clause 3. The method according to clause 2 further comprises the following steps:

[0156] receiving, at the first command module, feedback from the second airborne vehicle; and

[0157] Based at least in part on the feedback, determining, via the first command module, an updated flight path for the second airborne vehicle to change to the different formation.

[0158] Clause 4. The method according to clause 2 or 3, further comprising the following steps:

[0159] The second airborne vehicle is maneuvered, via a second command module of the second airborne vehicle, to navigate along the second flight path.

[0160] Clause 5. The method of clause 4, wherein the control signal comprises a first flight command to divert the second aerial vehicle from a flight path associated with the predetermined formation and to follow the second flight path, the method further comprising the steps of:

[0161] maneuvering, via the second command module of the second airborne vehicle, the second airborne vehicle to navigate along the second flight path; and

[0162] A second flight command is received via the second command module and from the first command module to return the second air vehicle from the second flight path to a flight path associated with the predetermined formation.

[0163] Clause 6. The method according to clause 4 or 5, further comprising the following steps:

[0164] receiving, via the second command module, an alarm signal;

[0165] initiating, via the second command module, a dispersed mode flight path, wherein the dispersed mode flight path is different from the second flight path;

[0166] maneuvering, via the second command module of the second airborne vehicle, the second airborne vehicle to navigate along the dispersed mode flight path; and

[0167] A termination alert is received, via the second command module, wherein the termination alert causes the second command module to direct the second airborne vehicle to return to the second flight path.

[0168] Clause 7. The method according to any one of clauses 4 to 6, further comprising the following steps:

[0169] receiving, via the second command module and from the first command module, area data indicating one or more areas proximate to the second flight path; and

[0170] The second airborne vehicle is maneuvered, via the second command module, to enter the one or more regions based at least in part on the region data.

[0171] Clause 8. The method of any of Clauses 1-7, wherein the different formation is a second predetermined formation relative to the first airborne vehicle, the second predetermined formation being different from the predetermined formation.

[0172] Clause 9. The method according to any one of clauses 1 to 8, further comprising the following steps:

[0173] tracking, via a second command module of the second airborne vehicle, a position of the first airborne vehicle to produce a tracked position; and

[0174] The second airborne vehicle is maneuvered, via the second command module, to follow the first airborne vehicle based on the control signal and the tracked position of the first airborne vehicle.

[0175] Clause 10. The method of any of clauses 1-9, wherein the sensor data comprises one or more of weather data, position data, obstacle data, map data, payload data, formation data, and landing data.

[0176] Clause 11. The method of any of clauses 1-10, wherein the control signal is configured to enable autonomous control of the second and third airborne vehicles to maintain the different formation, wherein the different formation is a predetermined airborne formation relative to the first airborne vehicle.

[0177] Clause 12. The method of any of clauses 1-11, further comprising the step of receiving, at the first command module, additional sensor data from one or more additional sensors on the second airborne vehicle that are different from the one or more sensors.

[0178] Clause 13. An autonomous air vehicle navigation system for operating a plurality of air vehicles in an environment, the autonomous air vehicle navigation system comprising:

[0179] one or more sensors configured to generate sensor data reflecting one or more characteristics of the environment, wherein the one or more sensors are onboard the first airborne vehicle; and

[0180] A first command module is disposed on the first airborne vehicle and is configured to:

[0181] determining a change of a second airborne vehicle from a predetermined formation to a different formation based at least in part on the sensor data, wherein the predetermined formation and the different formation are relative to the first airborne vehicle;

[0182] generating a control signal reflecting a change from the predetermined formation to the different formation; and

[0183] The control signal is sent from the first aerial vehicle to the second aerial vehicle.

[0184] Clause 14. The autonomous aerial vehicle navigation system of clause 13, further comprising:

[0185] A mission manager, wherein the first command module or the mission manager is configured to determine a second flight path for the second airborne vehicle reflecting a change from the predetermined formation to the different formation, wherein the control signal reflects the second flight path for the second airborne vehicle.

[0186] Clause 15. The autonomous air vehicle navigation system of clause 14, wherein one or more of the first command module or the mission manager is further configured to:

[0187] receiving feedback from the second aerial vehicle; and

[0188] Based at least in part on the feedback, an updated flight path for the second airborne vehicle is determined to change to the different formation.

[0189] Clause 16. An autonomous air vehicle navigation system according to clause 14 or 15, wherein the control signal comprises a first flight command to divert the second air vehicle from a flight path associated with the predetermined formation and to follow the second flight path, and wherein the autonomous air vehicle navigation system further comprises a second command module configured to:

[0190] maneuvering the second aerial vehicle to navigate along the second flight path; and

[0191] A second flight command is received from the first command module to return the second air vehicle from the second flight path to a flight path associated with the predetermined formation.

[0192] Clause 17. The autonomous air vehicle navigation system of clause 16, wherein the second command module is further configured to:

[0193] receiving alarm signals;

[0194] initiating a dispersed mode flight path, wherein the dispersed mode flight path is different from the second flight path;

[0195] maneuvering the second aerial vehicle to navigate along the dispersed pattern flight path; and

[0196] A termination alert is received, wherein the termination alert causes the second command module to direct the second airborne vehicle to return to the second flight path.

[0197] Clause 18. The autonomous air vehicle navigation system of clause 16 or 17, wherein the second command module is further configured to:

[0198] receiving from the first command module area data indicating one or more areas proximate to the second flight path; and

[0199] Based at least in part on the zone data, the second air vehicle is maneuvered to enter the one or more zones.

[0200] Clause 19. The autonomous air vehicle navigation system of any of Clauses 16-18, wherein the second command module is further configured to:

[0201] tracking a position of the first airborne vehicle to produce a tracking position; and

[0202] Based on the control signal and the tracked position of the first aerial vehicle, the second aerial vehicle is maneuvered to follow the first aerial vehicle.

[0203] Clause 20. The autonomous air vehicle navigation system of any of clauses 13-19, wherein the change from the predetermined formation to the different formation comprises a first change, wherein the first command module is further configured to:

[0204] determining, based at least in part on the sensor data, a second change of a third airborne vehicle from the predetermined formation to the different formation, wherein the second change is different than the first change;

[0205] generating a second control signal reflecting the second change from the predetermined formation to the different formation; and

[0206] The second control signal is sent from the first airborne vehicle to the third airborne vehicle.

[0207] Clause 21. The autonomous air vehicle navigation system of Clause 20, wherein the control signal is configured to enable autonomous control of the second air vehicle and the third air vehicle to maintain the different formation, wherein the different formation is a predetermined air formation relative to the first air vehicle.

[0208] Clause 22. A communication system for operating a plurality of aerial vehicles in an environment, the communication system comprising:

[0209] The first command module is configured to:

[0210] determining, based at least in part on the sensor data, a change of the second airborne vehicle from a predetermined formation to a different formation, wherein the predetermined formation and the different formation are relative to the first airborne vehicle,

[0211] generating a control signal reflecting the change from the predetermined formation to the different formation, and

[0212] a second command module that transmits the control signal from the first airborne vehicle to the second airborne vehicle; and

[0213] A second command module, wherein the second command module is configured to:

[0214] receiving the control signal, and

[0215] The second aerial vehicle is maneuvered to navigate along the flight path.

[0216] Clause 23. The communication system of Clause 22, further comprising a task manager, wherein the first command module is configured to send the control signal to the second command module via the task manager.

[0217] Clause 24. The communication system of clause 23, wherein one or more of the first command module, the second command module, or the task manager is configured to:

[0218] Based on the control signal, a flight path for the second air vehicle is generated that reflects the change from the predetermined formation to the different formation.

[0219] Clause 25. The communication system of clause 23 or 24, wherein one or more of the first command module or the task manager is further configured to:

[0220] receiving feedback from the second command module; and

[0221] Based at least in part on the feedback, an updated flight path for the second airborne vehicle is determined to change to the different formation.

[0222] Clause 26. A communication system according to any one of clauses 22-25, wherein the control signal comprises one or more of the following:

[0223] flight commands to divert the second aerial vehicle from the flight path and follow a modified flight path,

[0224] Alarm signal to initiate a dispersal mode flight path,

[0225] terminating the alert to direct the second airborne vehicle to return to the flight path, or

[0226] area data indicating one or more areas proximate to the flight path, the one or more areas being useful for navigation,

[0227] The second command module is further configured as follows:

[0228] The second air vehicle is mobilized for navigation based on the flight command, the warning signal, the termination warning, or the zone data.

[0229] Although specific embodiments have been shown and described, it will be apparent to those skilled in the art that various changes and modifications may be made in form and detail without departing from the spirit and scope of the present disclosure, and are intended to form a part of the present invention as defined by the appended claims, which should be interpreted in the broadest sense permitted by law. It should be understood that the above-described methods and systems are presented by way of example and not limitation. Many changes, additions, omissions, and other modifications will be apparent to those of ordinary skill in the art.

Claims

1. A method of operating a plurality of aerial vehicles (102) in an environment (118), the method include: receiving, at a first command module (110a) of a first airborne vehicle (102a) navigating along a first flight path (104a), sensor data from one or more sensors (108a) on the first airborne vehicle (102a), wherein the sensor data reflects one or more characteristics of the environment (118); determining, via the first command module (110a), a change of a second airborne vehicle (102b) from a predetermined formation (126a) to a different formation (126c) based at least in part on the sensor data, wherein the predetermined formation (126a) and the different formation (126c) are relative to the first airborne vehicle (102a); generating, via the first command module (110a), a control signal reflecting a change from the predetermined formation (126a) to the different formation (126c); sending the control signal from the first aerial vehicle (102a) to the second aerial vehicle (102b); determining, via the first command module (110a) or the mission manager (114), a second flight path (104b) for a second airborne vehicle (102b) that reflects the change from the predetermined formation (126a) to the different formation (126c), wherein the control signal reflects the second flight path (104b) for the second airborne vehicle (102b); maneuvering the second aerial vehicle (102b) via a second command module (110b) of the second aerial vehicle (102b) to navigate along the second flight path (104b); receiving, via the second command module (110b) and from the first command module (110a), area data indicating one or more areas (120) proximate to the second flight path (104b); and maneuvering the second airborne vehicle (102b) via the second command module (110b) to enter the one or more regions (120) based at least in part on the region data; The region data includes a time component of the one or more regions, wherein the time component is a validity period or an expiration time of the one or more regions.

2. The method according to claim 1, further comprising: The following steps are involved: receiving feedback from the second airborne vehicle (102b) at the first command module (110a); and An updated flight path (106b) is determined, via the first command module (110a), for the second airborne vehicle (102b) to change to the different formation (126c) based at least in part on the feedback.

3. The method of claim 1, wherein the control signal comprises a first flight command to cause the second air vehicle (102b) to turn from a flight path associated with the predetermined formation (126a) and follow the second flight path (104b), the method further comprising: The following steps are involved: maneuvering the second aerial vehicle (102b) via the second command module (110b) of the second aerial vehicle (102b) to navigate along the second flight path (104b); and A second flight command is received from the first command module (110a) via the second command module (110b) to return the second air vehicle (102b) from the second flight path (104b) to a flight path associated with the predetermined formation (126a).

4. The method according to claim 1, further comprising: The following steps are involved: Receiving an alarm signal via the second command module (110b); initiating a dispersed mode flight path (122) via the second command module (110b), wherein the dispersed mode flight path (122) is different from the second flight path (104b); maneuvering the second aerial vehicle (102b) via the second command module (110b) of the second aerial vehicle (102b) to navigate along the dispersed mode flight path (122); and A termination alert is received via the second command module (110b), wherein the termination alert causes the second command module (110b) to direct the second airborne vehicle (102b) to return to the second flight path (104b).

5. The method according to any one of claims 1 to 4, wherein the different formation (126c) is a second predetermined formation relative to the first aerial vehicle, the second predetermined formation being different from the predetermined formation (126a).

6. The method according to any one of claims 1 to 4, further comprising: The following steps are involved: Tracking the position of the first aerial vehicle (102a) via a second command module (110b) of the second aerial vehicle (102b) to generate a tracking position; and The second airborne vehicle (102b) is maneuvered, via the second command module (110b), to follow the first airborne vehicle (102a) based on the control signal and the tracked position of the first airborne vehicle (102a).

7. The method of any one of claims 1 to 4, wherein the sensor data comprises one or more of weather data, position data, obstacle data, map data, payload data, formation data, and landing data.

8. The method of any one of claims 1 to 4, wherein the control signal is configured to enable autonomous control of the second and third airborne vehicles to maintain the different formation, wherein the different formation is a predetermined airborne formation relative to the first airborne vehicle.

9. The method according to any one of claims 1 to 4, further comprising: The following steps are involved: Additional sensor data is received at the first command module from one or more additional sensors on the second airborne vehicle that are different from the one or more sensors.

10. An autonomous air vehicle navigation system (100) for operating a plurality of air vehicles (102) in an environment (118), the autonomous air vehicle navigation system (100) include: one or more sensors (108a) configured to generate sensor data reflecting one or more characteristics of the environment (118), wherein the one or more sensors (108a) are onboard the first airborne vehicle (102a); and A first command module (110a), which is disposed on the first airborne vehicle (102a) and is configured to: determining, based at least in part on the sensor data, a change of a second airborne vehicle (102b) from a predetermined formation (126a) to a different formation (126c), wherein the predetermined formation (126a) and the different formation (126c) are relative to the first airborne vehicle (102a); generating a control signal reflecting a change from the predetermined formation (126a) to the different formation (126c); and sending the control signal from the first aerial vehicle (102a) to the second aerial vehicle (102b); a mission manager, wherein the first command module or the mission manager is configured to determine a second flight path for the second airborne vehicle reflecting a change from the predetermined formation to the different formation, wherein the control signal reflects the second flight path for the second airborne vehicle; wherein the control signal comprises a first flight command to divert the second air vehicle from a flight path associated with the predetermined formation and to follow the second flight path, and wherein the autonomous air vehicle navigation system further comprises a second command module configured to: maneuvering the second aerial vehicle to navigate along the second flight path; and receiving a second flight command from the first command module to return the second airborne vehicle from the second flight path to a flight path associated with the predetermined formation; The second command module is further configured as follows: receiving from the first command module area data indicating one or more areas proximate to the second flight path; and maneuvering the second aerial vehicle to enter the one or more regions based at least in part on the region data; The region data includes a time component of the one or more regions, wherein the time component is a validity period or an expiration time of the one or more regions.

Images