System and method for calculating flight control for vehicle landing

Abstract

The invention relates to a system and method for calculating flight control for vehicle landing. Methods, systems, and non-transitory computer readable media for landing a vehicle are disclosed. For example, the method may include receiving a landing zone confirmation from a service prior to a descent transition point, the landing zone confirmation including landing zone location information and an indication of landing zone smoothness; determining a landing flight path based on the landing area position information; and when the vehicle begins to descend to the landing zone using the landing flight path: receiving landing zone data from at least one of a radar system, a camera system, an altitude and heading reference system (AHRS), and a GPS system; performing an analysis based on the landing zone data to determine whether an unsafe condition exists; and calculating a flight control for the vehicle to continue the descent or modify the descent based on the analysis.

Description

Technical Field

[0001] This application is a divisional application of application number 202010941041.6, entitled "System and Method for Calculating Flight Control for Vehicle Landing". Various embodiments of this disclosure generally relate to systems and methods for calculating flight control for vehicle landing, and more specifically, to systems and methods for calculating flight control for vehicle landing using sensor data fusion. Background Technology

[0002] Urban air mobility (UAM) infrastructure and processes can face several challenges. For example, UAM may require significant data collection, communication, processing, and reporting to ensure timely, safe, and efficient resource allocation for movement within the UAM environment. Certification bodies may require UAM vehicle operators to ensure specific tolerances for vehicle operation, such as, among other things, sufficient vehicle spacing within traffic restrictions and landing operations within certain limitations. Specifically, safe landing in a landing zone can be challenging due to spatial constraints around the landing area (physical space or restrictions on operations near / above buildings, or noise generated by the aircraft), traffic to or from the landing zone, etc. Therefore, communicating with the aircraft as it approaches the landing zone (approaching and attempting to land in an available (e.g., unobstructed) landing zone) and confirming that the landing is proceeding safely can be challenging.

[0003] This disclosure relates to overcoming one or more of the challenges described above. Summary of the Invention

[0004] According to certain aspects of this disclosure, systems and methods for calculating flight controls for vehicle landing are disclosed.

[0005] For example, the method may include: receiving a landing zone confirmation from a service prior to a descent transition point, the landing zone confirmation including landing zone location information and an indication that the landing zone is unobstructed; determining a landing flight path based on the landing zone location information; and, as the vehicle begins its descent to the landing zone using the landing flight path: receiving landing zone data from at least one of a radar system, a camera system, an altitude and heading reference system (AHRS), and a GPS system; performing analysis based on the landing zone data to determine if any unsafe conditions exist; and calculating flight controls based on the analysis for the vehicle to continue or modify the descent.

[0006] The system may include: a memory storing instructions; and a processor executing the instructions to perform a process. The process may include: receiving a landing zone confirmation from a service prior to a descent transition point, the landing zone confirmation including landing zone location information and an indication that the landing zone is unobstructed; determining a landing flight path based on the landing zone location information; and, as the vehicle begins its descent into the landing zone using the landing flight path: receiving landing zone data from at least one of a radar system, a camera system, an altitude and heading reference system (AHRS), and a GPS system; performing analysis based on the landing zone data to determine if any unsafe conditions exist; and calculating flight control based on the analysis for the vehicle to continue or modify the descent.

[0007] A non-transitory computer-readable medium may store instructions that, when executed by a processor, cause the processor to perform a method. The method may include: receiving a landing zone confirmation from a service prior to a descent transition point, the landing zone confirmation including landing zone location information and an indication that the landing zone is unobstructed; determining a landing flight path based on the landing zone location information; and, as the vehicle begins its descent into the landing zone using the landing flight path: receiving landing zone data from at least one of a radar system, a camera system, an altitude and heading reference system (AHRS), and a GPS system; performing analysis based on the landing zone data to determine if any unsafe conditions exist; and calculating flight controls based on the analysis for the vehicle to continue or modify the descent.

[0008] Additional objects and advantages of the disclosed embodiments will be set forth in part in the description which follows, and will also be apparent in part from the description, or may be recognized by practicing the disclosed embodiments.

[0009] It should be understood that the foregoing general description and the following detailed description are exemplary and illustrative only, and not limited to the disclosed embodiments protected by the claims. Attached Figure Description

[0010] The accompanying drawings, which are incorporated in and form part of this specification, illustrate various exemplary embodiments and, together with the specification, serve to explain the principles of the disclosed embodiments.

[0011] Figure 1 Exemplary environments are shown that enable the methods, systems, and other aspects of this disclosure.

[0012] Figure 2 An exemplary system according to one or more implementation schemes is shown.

[0013] Figure 3A and Figure 3BAn exemplary block diagram of a vehicle for a system according to one or more embodiments is shown.

[0014] Figure 4 and Figure 5 An exemplary scenario of vehicle landing using sensor data fusion according to one or more embodiments is shown.

[0015] Figure 6 A flowchart is shown for calculating flight control for vehicle landing using sensor data fusion, according to one or more embodiments.

[0016] Figure 7 A flowchart is shown for calculating flight control for vehicle landing using sensor data fusion, according to one or more embodiments.

[0017] Figures 8A to 8C A flowchart illustrating the use of sensor data fusion to calculate flight control for vehicle landing according to one or more embodiments is shown.

[0018] Figure 9 An exemplary system is shown that can perform the techniques given herein. Detailed Implementation

[0019] The various implementation schemes disclosed herein relate to vehicle landing in general.

[0020] Generally, this disclosure relates to systems and methods for using sensor data fusion to calculate flight control for vehicle landing. For example, the vehicle of this disclosure may include a multi-sensor and navigation sensor suite that performs one or more methods of this disclosure. The multi-sensor and navigation sensor suite may include radar (such as lightweight digital radar or software-adjustable radar (SWARS)), airborne cameras (e.g., at least two cameras), an altitude and heading reference system (AHRS), and a GPS system. The multi-sensor and navigation sensor suite may perform a descent cross-checking process upon descent to the landing zone. This descent cross-checking process may: control the SWARS, airborne cameras, AHRS, and GPS system to cross-check for potential conflicts, confirm that the landing zone is clear, and determine if any unsafe conditions exist. For example, using a descent cross-check process, the vehicle can: control the AHRS to obtain positioning and alignment information to confirm its position and alignment with the landing pad beacon, and control the SWARS to obtain altitude and descent rate to confirm altitude and descent rate (e.g., by performing a profile check process); control the camera to obtain light patterns or identifier patterns (e.g., by performing a visual confirmation process); control the SWARS to scan and map the landing area to ensure unobstructed access (e.g., by performing a scan confirmation process to ensure no other vehicles / obstacles are parked at / on the landing area); and cross-check for conflicts (if any of the above indicates a potential conflict) or confirm that the landing pad is unobstructed. If no unsafe condition is detected, the vehicle's multi-sensor and navigation sensor suite can continue the descent cross-check process until the vehicle lands on the landing area. Thus, the multi-sensor and navigation sensor suite can confirm that the landing is proceeding safely by cross-checking multiple different sensor systems (e.g., radar and cameras) and data sources (AHRS and GPS systems).

[0021] While this disclosure describes systems and methods relating to aircraft, it should be understood that the systems and methods disclosed herein are applicable to the management of vehicles, including unmanned aerial vehicles, automobiles, ships, or any other autonomous and / or internet-connected vehicles.

[0022] like Figure 1 As shown, Figure 1 Exemplary environments are shown that enable the methods, systems, and other aspects of this disclosure. Figure 1The environment may include airspace 100 and one or more central ports 111-117. A central port (such as any of 111-117) may be a ground facility (e.g., an airport, vertical takeoff and landing airport, helipad, vertical takeoff and landing pad, temporary landing / takeoff facility, etc.) in which aircraft can take off, land, or remain parked. Airspace 100 may accommodate various types of aircraft 131-133 (collectively, “Aircraft 131”, unless otherwise specified herein), flying at various altitudes and via various routes 141. An aircraft (such as any of Aircraft 131a-133b) may be any air transport device or vehicle capable of traveling between two or more central ports 111-117, such as an aircraft, a vertical takeoff and landing (VTOL) aircraft, a drone, a helicopter, an unmanned aerial vehicle (UAV), a hot air balloon, a military aircraft, etc. Any of the aircraft 131a-133b may connect to each other and / or to one or more of the central ports 111-117 via a communication network using a vehicle management computer corresponding to each aircraft or each central port. Each vehicle management computer may include computing devices and / or communication devices, as described below. Figure 3A and Figure 3B A more detailed description is available in the text. For example... Figure 1 As shown, different types of aircraft in the shared airspace 100 are illustrated. These aircraft are distinguished by way of example as model 131 (aircraft 131a and 131b), model 132 (aircraft 132a, 132b and 132c) and model 133 (aircraft 133a and 133b).

[0023] like Figure 1 As further illustrated, airspace 100 may have one or more weather constraints 121, space restrictions 122 (e.g., buildings), and temporary flight restrictions (TFRs) 123. These are exemplary factors that an aircraft's vehicle management computer may be required to consider and / or analyze in order to derive the safest and optimal flight path for the aircraft. For example, if the vehicle management computer of an aircraft planning to travel from central port 112 to central port 115 predicts that the aircraft may be affected by adverse weather conditions in the airspace (such as weather constraint 121), the vehicle management computer may modify the direct path (e.g., route 141 between central port 112 and central port 115) to form a deviated route 142 by making a slight detour away from weather constraint 121 (e.g., a northward detour). For example, the deviated route 142 may ensure that the aircraft's path and time (e.g., 4D coordinates of the flight path) do not intersect with any positional and temporal coordinates of weather constraint 121 (e.g., the 4D coordinates of weather constraint 121).

[0024] As another example, the vehicle management computer of aircraft 131b can predict before takeoff that space constraints 122 caused by buildings will obstruct the direct flight path of aircraft 131b from central port 112 to central port 117, such as... Figure 1 As shown. In response to this prediction, the vehicle management computer of aircraft 131b can generate a 4D trajectory with a vehicle path that bypasses a three-dimensional zone (e.g., a zone including location and altitude) associated with those specific buildings. As yet another example, the vehicle management computer of aircraft 133b can predict before takeoff that some possible 4D trajectories of TFR 123 and another aircraft 132c will obstruct or conflict with the direct flight path of aircraft 133b, such as... Figure 1 As shown. In response, the vehicle management computer of aircraft 133b can generate a 4D trajectory with path and time coordinates that do not intersect with the 4D coordinates of TFR 123 or the 4D trajectory of other aircraft 132c. In this case, TFR 123 and the collision risk with another aircraft 132c are examples of dynamic factors that can be valid or invalid, depending on the planned travel time, the validity period of TFR, and the paths and schedules of other aircraft 132c. As described in these examples, the 4D trajectory export process, including any modifications or renegotiations, can be completed before the aircraft takes off.

[0025] As another example, the vehicle management computer of aircraft 131b can determine whether to use one of routes 141 that are reserved for or not for aircraft 131. Aircraft 131b can generate a 4D trajectory with a vehicle path that follows one of the routes 141.

[0026] As indicated above, Figure 1 This is only an exemplary environment set up for airspace including exemplary types of aircraft, center ports, zones, restrictions, and routes. Other examples are possible regarding specific details of aircraft, center ports, zones, restrictions, and routes, and can be compared with... Figure 1 The content described differs. For example, in addition to those mentioned above, the types of areas and constraints that can be trajectory derivation factors may include the availability of central ports, reserved paths or sky lanes (e.g., Route 141), any ground-based obstacles extending outward to a specific altitude level, any known avoidance zones (e.g., noise-sensitive areas), air transport regulations (e.g., proximity to airports), etc. During the derivation process, any factors that enable modification of the 4D trajectory from the direct or shortest path between the two central ports may be considered.

[0027] Figure 2 An exemplary system according to one or more implementation schemes is shown. Figure 2The system 200 shown may include one or more aircraft (such as aircraft 131), one or more intrusive aircraft 230, cloud service 205, one or more communication stations 210, and / or one or more ground stations 215. One or more aircraft 131 may travel along a route in route 141 from a first central port (e.g., central port 114) to a second central port (e.g., central port 112). Between, near, and / or on central ports (such as central ports 111-117), one or more ground stations 215 may be distributed along, near, on, or below route 141 (e.g., uniformly, based on traffic considerations, etc.). Between, near, and / or on central ports (such as central ports 111-117), one or more communication stations 210 may be distributed (e.g., uniformly, based on traffic considerations, etc.). Some (or all) of the one or more ground stations 215 may be paired with one or more communication stations 210.

[0028] Each of one or more ground stations 215 may include a transponder system, a radar system, and / or a data link system.

[0029] The radar system of ground station 215 may include a directional radar system. The directional radar system may be pointed upwards (e.g., from the ground towards the sky), and may transmit beam 220 to provide three-dimensional coverage over a portion of route 141. Beam 220 may be a narrow beam. The three-dimensional coverage of beam 220 may be directly above ground station 215 or at various tilt angles (relative to the vertical direction). The directional radar system may detect objects, such as aircraft 131, within the three-dimensional coverage of beam 220. The directional radar system may detect objects via skin detection. When ground station 215 is positioned on a central port (such as central port 112), the directional radar system may transmit beam 225 to provide three-dimensional coverage above central port 112. Beam 225 may also be tilted at an angle (from the vertical direction) to detect objects arriving at, descending onto, and landing on central port 112. Beams 220 / 225 can be controlled mechanically (via a mobile radar system), electronically (e.g., by a phased array), or via software (e.g., by a digital phased array "DAPA" radar), or any combination thereof.

[0030] The ground station 215's transponder system may include ADS-B and / or Mode S transponders, and / or other transponder systems (collectively, the interrogator system). The interrogator system may have at least one directional antenna. The directional antenna may be aimed at a portion of route 141. For example, aiming at a portion of route 141 may reduce the likelihood of interrogating an ecosystem (e.g., aircraft 131), as is the case where the interrogator system uses an omnidirectional antenna. The directional antenna may be aimed at a specific portion of route 141 by transmitting signals in the same or different beam patterns as those discussed above for radar systems 220 / 225. The interrogator system may transmit interrogation messages to aircraft such as aircraft 131 within a portion of route 141. The interrogation message may include the interrogator system's identifier and / or a request for the aircraft such as aircraft 131 to transmit an identification message. The interrogator system may receive identification messages from aircraft such as aircraft 131. The identification message may include the aircraft's identifier and / or the aircraft's transponder data (e.g., speed, position, trajectory, etc.).

[0031] If the radar system detects an object and the transponder system does not receive a corresponding identification message from the object (or does receive an identification message, but it is an improper identification message, such as an identifier for an unauthorized aircraft), then ground station 215 can determine that the object is an intrusive aircraft 230. Ground station 215 can then transmit an intrusion warning message to cloud service 205. If the radar system detects an object and the transponder system receives a corresponding identification message from the object, then ground station 215 can determine that the object is a legitimate aircraft. Ground station 215 can then transmit a legitimate aircraft message to cloud service 205. Alternatively or otherwise, ground station 215 can transmit a detection message based on the detection of the object and whether ground station 215 has received an identification message (“response message”); therefore, ground station 215 may not be certain whether the detected object is an intrusive or legitimate aircraft, but instead send a detection message to cloud service 205 for cloud service 205 to determine whether the detected object is an intrusive or legitimate aircraft.

[0032] The data link system of ground station 215 can communicate with at least one of one or more communication stations 210. Each of the one or more communication stations 210 can communicate with at least one of the one or more ground stations 215 in the area surrounding communication station 210 to receive data from or transmit data to one or more ground stations 215. Some communication stations 210, or no communication station, may not communicate directly with ground station 215, but may instead act as repeaters from other communication stations 210 that communicate directly with ground station 215. For example, each of the ground stations 215 may communicate (directly or indirectly) with the nearest communication station among the communication stations 210. In addition or alternatively, ground station 215 may communicate with communication stations 210 that have optimal signal, optimal bandwidth, etc. for ground station 215. One or more communication stations 210 may include a wireless communication system to communicate with the data link system of ground station 215. The wireless communication system may implement cellular communication according to, for example, 3G / 4G / 5G standards. The wireless communication system may enable Wi-Fi communication, Bluetooth communication, or other short-range wireless communication. Alternatively or otherwise, one or more communication stations 210 may communicate with one or more of one or more ground stations 215 via wired communication (such as Ethernet, fiber optic, etc.).

[0033] For example, ground station 215 can transmit intrusion warning messages or legitimate aircraft messages (and / or detection messages) to communication station 210. Communication station 210 can then relay the intrusion warning messages or legitimate aircraft messages (and / or detection messages) to cloud service 205 (directly or indirectly through another communication station 210).

[0034] One or more communication stations 210 may also communicate with one or more aircraft, such as aircraft 131, to receive data from and transmit data to the one or more aircraft. For example, one or more communication stations 210 may relay data between cloud service 205 and vehicle such as aircraft 131.

[0035] Cloud service 205 can communicate with one or more communication stations 210 and / or directly (e.g., via satellite communication) with aircraft such as aircraft 131. Cloud service 205 can provide instructions, data, and / or warnings to aircraft 131. Cloud service 205 can receive acknowledgments from aircraft 131, aircraft data from aircraft 131, and / or other information from aircraft 131. For example, cloud service 205 can provide aircraft 131 with weather data, traffic data, landing area data of central ports (such as central ports 111-117), updated obstacle data, flight plan data, etc. Cloud service 205 can also provide Software as a Service (SaaS) to aircraft 131 to perform various software functions, such as navigation services, Flight Management System (FMS) services, etc., according to service contracts, API requests from aircraft 131, etc.

[0036] Figure 3A and Figure 3B An exemplary block diagram of a vehicle for a system according to one or more embodiments is shown. Figure 3A and Figure 3B Block diagrams 300A and 300B may be shown for vehicles (such as aircraft 131-133). Generally, block diagram 300A may show the systems, information / data, and communication between these systems of a pilot-driven or semi-autonomous vehicle, while block diagram 300B may show the systems, information / data, and communication between these systems of a fully autonomous vehicle. Aircraft 131 may be one of a pilot-driven or semi-autonomous vehicle and / or a fully autonomous vehicle.

[0037] Block diagram 300A of aircraft 131 may include vehicle management computer 302 and electrical, mechanical, and / or software systems (collectively, the “Vehicle System”). The Vehicle System may include: one or more displays 304; a communication system 306; one or more transponders 308; a pilot / user interface 324 for receiving and transmitting information from the pilot and / or user 310 of aircraft 131; edge sensors 312 on the structure 346 of aircraft 131 (such as doors, seats, tires, etc.); a power system 378 for providing power to actuation system 360; a camera 316; a GPS system 354; an onboard vehicle navigation system 314; a flight control computer 370; and / or one or more data storage systems. The vehicle management computer 302 and the Vehicle System may be connected via one or a combination of wired or wireless communication interfaces, such as TCP / IP communication over Wi-Fi or Ethernet (with or without a switch), RS-422, ARINC-429, or other communication standards (with or without a protocol switch as needed).

[0038] The vehicle management computer 302 may include at least a network interface, a processor, and a memory, each coupled to each other via a bus or indirectly coupled to each other via a wired or wireless connection (e.g., Wi-Fi, Ethernet, parallel or serial ATA, etc.). The memory may store vehicle management programs, and the processor may execute the vehicle management programs. The vehicle management programs may include weather programs 322, detection / sensing and obstacle avoidance (D / S&A) programs 334, flight route selection programs 344, vehicle status / health programs 352, communication programs 368, flight control programs 370, and / or vertical takeoff and landing airport status programs 372 (collectively, "subroutines"). According to the program code of the vehicle management program, the vehicle management program may receive input from the subroutines and send outputs to the subroutines to manage the aircraft 131. According to the program code of the vehicle management program, the vehicle management program may also receive input from the vehicle system and output instructions / data to the vehicle system.

[0039] The vehicle management computer 302 can transmit commands / data / graphical user interface to one or more displays 304 and / or pilot / user interface 324. The one or more displays 304 and / or pilot / user interface 324 can receive user input and transmit user input to the vehicle management computer 302.

[0040] Communication system 306 may include various data link systems (e.g., satellite communication systems), cellular communication systems (e.g., LTE, 4G, 5G, etc.), radio communication systems (e.g., HF, VHF, etc.), and / or wireless local area network communication systems (e.g., Wi-Fi, Bluetooth, etc.). Communication system 306 may enable communication between the aircraft 131 discussed above and external networks, services, and cloud services 205 according to communication procedure 368. Examples of external networks may include wide area networks (such as the Internet). Examples of services may include weather information service 318, traffic information service, etc.

[0041] One or more transponders 308 may include an interrogator system. The interrogator system of aircraft 131 may be an ADS-B, Mode S transponder, and / or other transponder system. The interrogator system may have an omnidirectional antenna and / or a directional antenna (interrogator system antenna). The interrogator system antenna may transmit / receive signals to transmit / receive interrogation messages and transmit / receive identification messages. For example, in response to receiving an interrogation message, the interrogator system may, for example, obtain the identifier of aircraft 131 and / or the transponder aircraft data of aircraft 131 (e.g., speed, position, trajectory, etc.) from the airborne vehicle navigation system 314; and transmit an identification message. Conversely, the interrogator system may transmit interrogation messages to nearby aircraft; and receive identification messages. One or more transponders 308 may send messages to vehicle management computer 302 to report interrogation messages and / or identification messages received / transmitted to it from other aircraft and / or ground station 215. As discussed above, the interrogation message may include the identifier of the interrogator system (in this case, aircraft 131), a request for nearby aircraft to transmit an identification message, and / or transponder aircraft data of aircraft 131 (different from those described above) (e.g., speed, position, trajectory, etc.); the identification message may include the identifier of aircraft 131 and / or transponder aircraft data of aircraft 131.

[0042] The edge sensor 312 on structure 346 of aircraft 131 can be a sensor used to detect various environmental and / or system status information. For example, some edge sensors in edge sensor 312 can monitor discrete signals, such as edge sensors on seats (e.g., occupied or unoccupied), doors (e.g., closed or open) of aircraft 131. Some edge sensors in edge sensor 312 can monitor continuous signals, such as edge sensors on tires (e.g., tire pressure), brakes (e.g., engaged or unengaged, wear, etc.), passenger cabin (e.g., cabin air pressure, air composition, temperature, etc.), support structures (e.g., deformation, strain, etc.) of aircraft 131. Edge sensor 312 can transmit edge sensor data to vehicle management computer 302 to report discrete and / or continuous signals.

[0043] The power system 378 may include one or more battery systems, fuel cell systems, and / or other chemical power systems to supply power to the actuation system 360 and / or the general vehicle system. In one aspect of this disclosure, the power system 378 may be a battery pack. The power system 378 may have various sensors to detect one or more of temperature, remaining fuel / charge, discharge rate, etc. (collectively, power system data 348). The power system 378 may transmit the power system data 348 to the vehicle management computer 302 so that the power system status 350 (or battery pack status) can be monitored by the vehicle status / health program 352.

[0044] The actuation system 360 may include: motors, engines, and / or propulsion units for generating thrust, lift, and / or directional force for the aircraft 131; flaps or other surface controls for enhancing the thrust, lift, and / or directional force of the aircraft 131; and / or aircraft mechanical systems (e.g., for deploying landing gear, windshield wipers, signal lights, etc.). According to flight control procedures 370, the vehicle management computer 302 can control the actuation system 360 by transmitting commands, and the actuation system 360 can transmit its feedback / current state (which may be referred to as actuation system data) to the vehicle management computer 302.

[0045] Camera 316 may include an inferential or optical camera, LIDAR, or other vision imaging system to record the internal or external environment of the aircraft 131. Camera 316 may acquire inferential images; optical images; and / or LIDAR point cloud data, or any combination thereof (collectively, “imaging data”). LIDAR point cloud data may include the coordinates of each data point received by the LIDAR (which may include, for example, position, intensity, time information, etc.). Camera 316 and / or vehicle management computer 302 may include machine vision functionality. Machine vision functionality may process the acquired imaging data to detect objects, the position of the detected objects, the velocity / rate (relative and / or absolute) of the detected objects, the size and / or shape of the detected objects, etc. (collectively, “machine vision output”). For example, machine vision functionality may be used to image the landing zone to confirm that the landing zone is open / unobstructed (Landing Zone (LZ) state 362). In addition or alternatively, machine vision functions may determine whether the physical environment around and / or on / near the route 141 (e.g., buildings, structures, cranes, etc.) is within or will be within the safe flight envelope of the aircraft 131 (e.g., based on the position, speed, and flight plan of the aircraft 131). Imaging data and / or machine vision output may be referred to as “imaging output data”. Camera 316 may transmit imaging data and / or machine vision output from the machine vision function to vehicle management computer 302. Camera 316 may determine whether elements detected in the physical environment are known or unknown based on obstacle data stored in obstacle database 356, such as by determining the position of the detected object and whether obstacles in the obstacle database have the same position (or are within a defined distance range). Imaging output data may include any obstacles determined not to be in the obstacle data of obstacle database 356 (unknown obstacle information).

[0046] GPS system 354 may include one or more Global Navigation Satellite (GNSS) receivers. The GNSS receivers may receive signals from: the Global Positioning System (GPS) developed by the United States, the Global Navigation Satellite System (GLONASS) developed by Russia, the Galileo system developed by the European Union, and / or the BeiDou system developed by China, or other global or regional satellite navigation systems. The GNSS receivers may determine the positioning information of aircraft 131. The positioning information may include information about one or more of the following: the vehicle's position (e.g., latitude and longitude, or Cartesian coordinates), altitude, speed, heading, or orbit, etc. GPS system 354 may transmit the positioning information to airborne vehicle navigation system 314 and / or vehicle management computer 302.

[0047] The airborne vehicle navigation system 314 may include one or more radars, one or more magnetometers, an attitude heading reference system (AHRS), and / or one or more air data modules. The one or more radars may be weather radars for scanning weather and / or DAPA radars (omnidirectional and / or directional) for scanning terrain / ground / objects / obstacles. The one or more radars (collectively, the “Radar System”) acquire radar information. This radar information may include information about local weather and terrain / ground / objects / obstacles (e.g., the position / movement of the aircraft or obstacle). The one or more magnetometers measure magnetic fields to obtain bearing information for the aircraft 131. The AHRS may include sensors (e.g., three sensors on three axes) to obtain attitude information for the aircraft 131. Attitude information may include roll, pitch, and yaw of the aircraft 131. The air data modules sense external air pressure to obtain airspeed information for the aircraft 131. The radar information, bearing information, attitude information, airspeed information, and / or positioning information (collectively, the “Navigation Information”) may be transmitted to the vehicle management computer 302.

[0048] Weather procedure 322 may use communication system 306 to transmit and / or receive weather information from one or more of the weather information services 318. For example, weather procedure 322 may obtain local weather information from weather radar and airborne vehicle navigation system 314 (such as an atmospheric data module). The weather procedure may also transmit requests for weather information 320. For example, a request may be for weather information 320 (route weather information) along route 141 of aircraft 131. Route weather information may include information about the external environment of aircraft 131 along / near the flight path, at the destination and / or departure location (e.g., one of central ports 111-117), or for precipitation, wind, turbulence, storms, cloud cover, visibility, etc., in the general area surrounding the flight path, destination location, and / or departure location. One or more of the weather information services 318 may transmit a response including the route weather information. Alternatively, one or more of the weather information services 318 may transmit update messages to the aircraft 131, including route weather information and / or updates to the route weather information.

[0049] The D / S&A procedure 334 may use one or more transponders 308 and / or pilot / user interface 324 to detect and avoid objects that may pose a potential threat to the aircraft 131. For example, the pilot / user interface 324 may receive user input (or radar / imaging detection) from the pilot and / or user of the vehicle 310 to indicate object detection; the pilot / user interface 324 (or radar / imaging detection) may transmit user input (or radar or imaging information) to the vehicle management computer 302; the vehicle management computer 302 may invoke the D / S&A procedure 334 to perform the object detection process 328 to determine whether the detected object is a non-cooperative object 332 (e.g., an aircraft that does not participate in transponder communication); optionally, the vehicle management computer 302 may determine the position, speed, and trajectory (non-cooperative object information) of the non-cooperative object 332, such as by radar tracking or image tracking; in response to determining that the object is a non-cooperative object 332, the vehicle management computer 302 may determine actions, such as instructing the flight control procedure 370 to avoid the non-cooperative object 332. As another example, one or more transponders 308 may detect an intrusive aircraft (such as intrusive aircraft 230) based on an identification message from the intrusive aircraft; one or more transponders 308 may transmit a message to a vehicle management computer 302, the message including the identification message from the intrusive aircraft; the vehicle management computer 302 may extract the identifier and / or transponder aircraft data from the identification message to obtain the intrusive aircraft's identifier and / or speed, position, trajectory, etc.; the vehicle management computer 302 may invoke a D / S&A program 334 to perform a position detection process 326 to determine whether the detected object is a cooperative object 330 and its position, speed, heading, trajectory, etc.; in response to determining that the object is a cooperative object 330, the vehicle management computer 302 may determine a course of action, such as instructing a flight control program 370 to avoid the cooperative object 330. For example, the course of action may be different or the same for non-cooperative and cooperative objects 330 / 332, depending on regulations and / or scenario-based rules.

[0050] Flight route selection procedure 344 may use communication system 306 to generate / receive flight plan information 338 and receive system vehicle information 336 from cloud service 205. Flight plan information 338 may include a departure location (e.g., one of center ports 111-117), a destination location (e.g., one of center ports 111-117), intermediate locations (if any) between the departure and destination locations (e.g., waypoints or one or more of center ports 111-117), and / or one or more routes 141 to be used (or not used). System vehicle information 336 may include other aircraft positioning information relative to aircraft 131 (referred to as "receiving aircraft 131" for reference). For example, other aircraft positioning information may include the positioning information of other aircraft. Other aircraft may include: all aircraft 131-133 and / or intrusive aircraft 230; aircraft 131-133 and / or intrusive aircraft 230 within a threshold distance of receiving aircraft 131; aircraft 131-133 and / or intrusive aircraft 230 using the same route 141 as the receiving aircraft (or will use the same route 141 or cross the same route 141); and / or aircraft 131-133 and / or intrusive aircraft 230 within the same geographic area (e.g., city, town, metropolitan area or its sub-region) as the receiving aircraft.

[0051] Flight route selection procedure 344 may determine or receive a planned flight path 340. Flight route selection procedure 344 may receive the planned flight path 340 from another aircraft 131 or cloud service 205 (or other services, such as operational services for aircraft 131). Flight route selection procedure 344 may determine the planned flight path 340 using various planning algorithms (e.g., flight planning services on or outside aircraft 131), aircraft constraints of aircraft 131 (e.g., cruise speed, maximum speed, maximum / minimum altitude, maximum range, etc.), and / or external constraints (e.g., restricted airspace, noise reduction zones, etc.). Based on flight plan information 338 and / or system vehicle information 336, the planned / received flight path may include a flight trajectory with 4D coordinates, a waypoint-based flight path, any suitable flight path of aircraft 131, or a 4D trajectory of any combination thereof. The 4D coordinates may include the spatial 3D coordinates (e.g., latitude, longitude, and altitude) and time coordinates of the flight path.

[0052] Flight route selection procedure 344 may determine unplanned flight path 342 based on planned flight path 340 and unplanned event triggers and using various planning algorithms, aircraft constraints of aircraft 131, and / or external constraints. Vehicle management computer 302 may determine unplanned event triggers based on data / information received by vehicle management computer 302 from other vehicle systems or from cloud service 205. Unplanned event triggers may include one or a combination of the following: (1) emergency landing, as indicated by vehicle status / health procedure 352 discussed below, or by user input to one or more displays 304 and / or pilot / user interface 324; (2) intrusive aircraft 230, cooperative object 330, or non-cooperative object 332 encroaching on the safe flight envelope of aircraft 131; (3) weather changes indicated by route weather information (or its updates); (4) machine vision output indicating that a part of the physical environment may be or will be within the safe flight envelope of aircraft 131; and / or (5) machine vision output indicating that the landing area is blocked.

[0053] Unplanned flight path 342 / planned flight path 340 and other aircraft positioning information can be collectively referred to as flight plan data.

[0054] Vehicle status / health procedure 352 can monitor the status / health of the vehicle system and perform actions based on the monitored status / health, such as periodically reporting status / health, indicating emergency situations, etc. The vehicle can acquire edge sensor data and power system data 348. Vehicle status / health procedure 352 can process edge sensor data and power system data 348 to determine the status of power system 378 and various structures and systems monitored by edge sensor 312, and / or track the health of power system 378 and structures and systems monitored by edge sensor 312. For example, vehicle status / health procedure 352 can acquire power system data 348; determine battery status 350; and perform actions based on this, such as reducing consumption of non-essential systems, reporting battery status, etc. Vehicle status / health procedure 352 can determine emergency landing conditions based on one or more of the power system 378, and structures and systems monitored by edge sensor 312 have states indicating that power system 378 and structures and systems monitored by edge sensor 312 have failed or will fail soon. In addition, the vehicle status / health procedure 352 may transmit status / health data to the cloud service 205 as a status / health message (or as part of another message to the cloud service). The status / health data may include actuation system data, all edge sensor data and / or power system data (part of it), a summary of edge sensor data and power system data, and / or system status indicators based on edge sensor data and power system data (e.g., normal operation, reduced wear, inoperability, etc.).

[0055] Flight control program 370 can control actuation system 360 based on unplanned flight path 342 / planned flight path 340, other aircraft positioning information, control law 358, navigation rule 374, and / or (e.g., pilot input if aircraft 131 is piloted or a semi-autonomous vehicle) user input. Flight control program 370 can receive planned flight path 340 / unplanned flight path 342 and / or user input (collectively, "route") and determine inputs to actuation system 360 based on control law 358 and navigation rule 374 to change the speed, heading, and attitude of aircraft 131 to match the route. Control law 358 can specify the possible range of actions of actuation system 360 and map inputs to the range of actions to achieve the route through, for example, the physics of flight of aircraft 131. Navigation rule 374 can indicate acceptable actions based on position, waypoints, portions of the flight path, environment, etc. (collectively, "situation"). For example, navigation rule 374 can indicate the minimum / maximum altitude, minimum / maximum speed, minimum separation distance, heading, or range of acceptable headings for a given situation.

[0056] The vertical takeoff and landing airport status procedure 372 can control the aircraft 131 during takeoff (by executing takeoff procedure 364) and during landing (by executing landing procedure 366). Takeoff procedure 364 can determine whether the landing area from which the aircraft 131 will leave and whether the flight environment during ascent is clear (e.g., based on control law 358, navigation rule 374, imaging data, obstacle data, unplanned flight path 342 / planned flight path 340, other aircraft positioning information, user input, etc.), and control the aircraft or guide the pilot to complete the ascent (e.g., based on control law 358, navigation rule 374, imaging data, obstacle data, flight plan data, user input, etc.). The landing process 366 can determine whether the landing area where the aircraft 131 will land and the flight environment during descent are unobstructed (e.g., based on control law 358, navigation rule 374, imaging data, obstacle data, flight plan data, user input, landing area status, etc.), and control the aircraft or guide the pilot to complete the descent (e.g., based on control law 358, navigation rule 374, imaging data, obstacle data, flight plan data, user input, landing area status, etc.).

[0057] One or more data storage systems may store data / information received, generated, or acquired on the aircraft. One or more data storage systems may also store software from one or more computers on the aircraft.

[0058] Block diagram 300B may be identical to block diagram 300A, but block diagram 300B may omit the pilot / user interface 324 and / or one or more displays 304, and include a vehicle position / speed / altitude system 376. The vehicle position / speed / altitude system 376 may or may not include the airborne vehicle navigation system 314 and / or GPS system 354 discussed above. In the case where the vehicle position / speed / altitude system 376 does not include the airborne vehicle navigation system 314 and / or GPS system 354, the vehicle position / speed / altitude system 376 may obtain navigation information from cloud service 205.

[0059] In one aspect of this disclosure, the landing process 366 of the vertical takeoff and landing airport status procedure 372 may include: receiving a landing zone confirmation message from cloud service 205 prior to the descent transition point; for example, determining a landing flight path based on landing zone location information; and initiating a descent to the landing zone using the landing flight path. The landing process 366 may also include, during descent: receiving landing zone data from at least one of a radar system, a camera system, or an instant messaging system; performing analysis based on the landing zone data to determine if any unsafe conditions exist; and calculating flight controls based on the analysis for the vehicle to continue or modify its descent.

[0060] For example, Figure 4 and Figure 5 An exemplary scenario can be illustrated using sensor data fusion calculations for vehicle landing, based on one or more implementation schemes. Figure 4 In this process, a vehicle 101 (e.g., one of the aircraft 131) on route 141 to the central port 112 may receive a landing zone confirmation message before, during, or after the descent transition point 405. For example, in one aspect of this disclosure, vehicle 101 may receive the landing zone confirmation message at time t0 before the descent transition point 405; vehicle 101 may receive the landing zone confirmation message at time t1 at the descent transition point 405; and vehicle 101 may receive the landing zone confirmation message at times t2, t3, or t4 after the descent transition point 405. The landing zone confirmation message may include landing zone location information and an indication of whether the landing zone is accessible or a change from the initial landing zone to another landing zone. The landing zone location information may include the GPS coordinates of the landing zone. Although the descent transition point 405 is shown to coincide with the edge of the beam 225 of the directional radar system of the ground station 215 of the central port 112 (or landing area 112A of the multiple landing areas 112A to 112N of the central port 112), the descent transition point 405 may be set outside the beam 225, closer to the central port 112, or based on the conditions of the central port (e.g., obstacle clearance status).

[0061] With or without landing zone confirmation, vehicle 101 may (e.g., based on landing zone location information and / or based on control laws 358, navigation rules 374, imaging data, obstacle data, flight plan data, user input, landing zone status, etc.) determine a landing flight path from route 141 (or from outside route 141) to descent transition point 405 and then to the landing zone. Vehicle 101 can then use the landing flight path to begin its descent to the landing zone.

[0062] The landing process 366 may also include, during descent: confirming position and alignment; locking the approach beacon; and performing a descent cross-check process to determine if any unsafe conditions exist. The landing process 366 may also include, during descent, calculating flight controls for the vehicle to continue or modify its descent based on the output of the descent cross-check process.

[0063] To confirm position and alignment, the landing process 366 may control the radar system to receive and / or lock onto signals from the landing pad beacon; analyze the signals to determine whether the vehicle 101 has selected the correct landing area (e.g., corresponding to the landing area in the landing area confirmation message); obtain positioning and / or orientation information from, for example, cloud service 205 or onboard systems (e.g., AHRS, radar, camera, GPS, etc.); compare the positioning and / or orientation information with expected navigation data and / or radar data to confirm a suitable alignment and position for the approach; and, in response to determining that the correct landing area has been selected and / or that the comparison indicates a suitable alignment and position for the approach, confirm that the vehicle 101 can proceed with the landing approach. The landing pad beacon may be the same as the directional radar system of ground station 215 of central port 112, or the landing pad beacon may be a different directional radar system of central port 112. The anticipated navigation and / or radar data may be landing area-specific information regarding the acceptable approach position and orientation, stored on vehicle 101, received from cloud service 205, or received in landing area confirmation messages. For example, the landing area beacon may be a DAPA radar, which is specifically programmed to transmit coded signals (e.g., uniquely coded signals) to vehicle 101 to indicate landing pad 112A.

[0064] Obtaining positioning and / or orientation information may include requesting and receiving positioning and / or orientation information from, for example, cloud service 205 or an airborne system; and determining one or a combination of the following: (1) distance to a landing area beacon; (2) relative orientation from the landing area beacon; and / or (3) position and / or altitude relative to the landing area beacon. Positioning and / or orientation information may include azimuth information, attitude information, airspeed information, and / or positioning information from navigation information to indicate the position (e.g., GPS coordinates), altitude, orientation, velocity (rate of descent and / or other velocity vector components), airspeed, and / or azimuth of vehicle 101. Positioning and / or orientation information may also include altitude (e.g., based on distance to the landing area) and rate of descent (e.g., time derivative of altitude), and / or altitude and rate of descent based on radar signals from a radar system.

[0065] In order to perform the descent cross-check process, vehicle 101 may receive landing area data from at least one of a radar system, a camera system, or a real-time messaging system; and perform analysis based on the landing area data to determine whether there is an unsafe condition.

[0066] For example, vehicle 101 can periodically (e.g., at predetermined intervals) or continuously receive landing area data and perform analysis. Figure 4 In the middle, vehicle 101 may never determine the unsafe situation, so the vehicle continues to descend until it lands at time t5; meanwhile, in Figure 5 In this scenario, vehicle 101 may determine an unsafe condition at time t4 and perform a modified descent maneuver, and then perform subsequent vehicle operations at time t5. For example, calculating flight control for continuing or modifying the descent may include: continuing the descent if no unsafe condition exists, and modifying the descent if an unsafe condition exists. Modifying the descent may include one or more of the following: reducing the descent rate, performing a maneuver to a holding area or an alternative landing area, or re-attempting the descent. For example, reducing the descent rate may reduce the descent rate to a value greater than zero, zero, or less than zero (e.g., the vehicle is at an altitude of ascent). For example, vehicle 101 may invoke flight control program 370 to control actuation system 360 to follow the descent flight path (if no unsafe condition exists), or to control actuation system 360 to modify the descent (e.g., reduce the rate or descent, move to a holding area, etc.).

[0067] Specifically, vehicle 101 may (according to the descent cross-check process and landing process 366): receive descent data from one or more of multiple systems (which may correspond to the landing area data mentioned above); perform analysis of the descent data to determine if there is an unsafe condition (e.g., determine whether the analysis results indicate the presence of an unsafe condition); in response to determining that the analysis results indicate an unsafe condition, perform a maneuver to the holding area, an alternative landing area, or retry the landing area; in response to determining that the analysis results do not indicate an unsafe condition, determine whether the landing is complete; in response to determining that the landing is not complete, receive more descent data and perform the analysis again; and in response to determining that the landing is complete, transmit a success message to cloud service 205.

[0068] The descent cross-checking process may execute one or more different cross-checking procedures, such as a first procedure, a second procedure, and / or a third procedure. The descent cross-checking process may execute the first procedure, the second procedure, and / or the third procedure in parallel or sequentially, or it may execute only one, both, or all of the first, second, or third procedures. The first procedure may be an independent procedure for receiving descent data and performing analysis; the second procedure may be a first sequential procedure for receiving descent data and performing analysis; and the third procedure may be a second sequential procedure for receiving descent data and performing analysis.

[0069] For example, an independent process can independently control a first sensor system and a second sensor system to detect unsafe conditions by independently executing a first sensor process and a second sensor process; a first sequential process can execute a first sensor process and then execute a second sensor process in certain cases; a second sequential process can execute a second sensor process and then execute a first sensor process in certain cases.

[0070] The first sensor process may execute either a configuration file check process or a scan confirmation process or a visual confirmation process; the second sensor process may execute either a scan confirmation process or a visual confirmation process. The scan confirmation process may control the radar system of vehicle 101 to obtain radar data from the radar information of the vehicle 101's radar system. The visual confirmation process may control camera 316 to obtain imaging output data from vehicle 101 (camera 316). The configuration file check process may: control the airborne vehicle navigation system 314 to obtain navigation data from the navigation information of the airborne vehicle navigation system 314 of vehicle 101, and / or control the radar system of vehicle 101 to obtain radar data from the radar information of the vehicle 101's radar system; and determine whether the descent remains within the descent configuration file.

[0071] In addition to the profile check process, this profile check process may also acquire navigation and radar data, as discussed above regarding the lock-to-landing zone beacon signal. The profile check process may: acquire navigation and / or radar data; compare the navigation data with the radar data to check whether the reports for each data type are identical to each other or within a threshold similarity; and compare the navigation and / or radar data with the dataset expected by the profile. Based on previous readings of the navigation and radar data, the dataset expected by the profile may include the same data types as the navigation and radar data (e.g., position, altitude, rate of descent, etc.) and be adjusted for expected changes in the data (e.g., based on velocity, acceleration, rotation, etc., and aerodynamics). The profile check process may determine, based on the comparison, whether there is a substantial change from the current navigation and / or radar data to the dataset expected by the profile. For example, a substantial change may be a position / altitude / rate of descent greater than a threshold amount for the position / altitude / rate of descent in the dataset expected by the profile. In response to the detection of a substantial change, the profile check process may determine an unsafe condition.

[0072] In addition to or alternatively, the configuration file may include descent conditions. Descent conditions may include one or a combination of the following: (1) flight envelope conditions (e.g., vehicle 101 must remain within a three-dimensional volume therein), (2) descent rate conditions (e.g., the descent rate must be less than a predetermined value, and this predetermined value may vary according to the vehicle's altitude, such as the descent rate must slow down as altitude decreases); and / or (3) heading, pitch, and / or roll conditions (e.g., the heading / pitch / roll of vehicle 101 must be between a first predetermined degree and a second predetermined degree). The configuration file review process may determine whether one or more of the above conditions are met; and in response to determining that one or more of the conditions are not met, an unsafe condition is determined.

[0073] Those skilled in the art will recognize that the comparisons and / or conditions indicating substantial changes can be altered and determined in a variety of ways, and typically the comparisons and / or conditions are to confirm that vehicle 101 is descending as expected. For example, the comparisons / conditions may determine whether gusts have increased the rate of descent beyond a threshold amount, or whether vehicle 101 is deviating from the landing zone, etc.

[0074] Compared to the scan confirmation process, this scan confirmation process controls the radar system to scan and map the landing area, and includes landing area mapping data in the radar data. The landing area mapping data may include radar mapping data indicating the two-dimensional / three-dimensional structure of the landing area (e.g., multiple radar readings from different segments of the landing area scan, indicating the surface of the landing area and / or the location of obstacles on the landing area). The scan confirmation process compares the landing area mapping data with expected landing area mapping data (which may be included in the expected scan dataset). When the landing area is unobstructed, the expected landing area mapping data indicates the two-dimensional / three-dimensional structure of the landing area. The expected landing area mapping data may be provided by cloud service 205 on the route to central port 112 or in a landing area confirmation message. If cloud service 205 detects a change in the two-dimensional / three-dimensional structure of the landing area, the expected landing area mapping data may be updated by cloud service 205, and cloud service 205 may provide vehicle 101 with the most recent two-dimensional / three-dimensional structure of the landing area. Alternatively, the anticipated landing zone mapping data may be based on the first / most recent reading of the landing zone mapping data, or a reading between the first and most recent readings, or any combination thereof. The scan confirmation process may determine, based on this comparison, whether there is a substantial change from the current reading of the landing zone mapping data to the anticipated landing zone mapping data. For example, a substantial change may be that a segment of the two-dimensional / three-dimensional structure of the current reading of the landing zone mapping data (e.g., a grouping of radar readings) is greater than a threshold distance to a point in the two-dimensional / three-dimensional structure of the anticipated landing zone mapping data. Those skilled in the art will recognize that comparisons indicating substantial changes can be modified and determined in various ways, and generally, the scanning and mapping described herein are intended to determine whether an obstacle has entered the landing zone of vehicle 101. If the scan confirmation process determines that a substantial change exists, the scan confirmation process may determine the presence of an obstacle (or potential conflict).

[0075] In contrast to the visual verification process, the imaging output data may include imaging data and / or machine vision output, wherein the imaging data may include one or more inferred images; optical images; and / or LiDAR point cloud data. In one aspect of this disclosure, the visual verification process may acquire imaging data and / or machine vision output; and analyze the imaging data and / or machine vision output to determine the presence of an expected symbol or representation (visually expected data). The expected symbol or representation may be a light pattern on the landing area, or an identifier pattern on the landing area. The landing areas of Central Ports 111-117 may have the same or different (e.g., unique) light patterns or identifier patterns. The light pattern may be a visible or inferred light pattern from a light source (e.g., light / LED, lamp, etc.) on the landing area. The identifier pattern may be a visible or inferred pattern applied to the surface of the landing areas of Central Ports 111-117 by, for example, paint or other materials. To determine the presence of the expected symbol or representation, the visual verification process may analyze the imaging data and / or machine vision output to determine whether a pattern similar to the light pattern or identifier pattern exists in the imaging data or machine vision output. For example, the visual verification process can use machine learning algorithms or pattern detection algorithms to detect patterns and match them with light patterns or identifier patterns in the landing area of ​​central port 112. If the expected symbol or representation is determined to be present in the imaging data or machine vision output, the visual verification process can determine that the landing area is unobstructed; otherwise, it can determine that an obstacle (or potential conflict) exists.

[0076] In another aspect of this disclosure, the visual verification process may also, independently or as part of the aforementioned process, control the camera to scan and map the landing area using the vehicle's LIDAR system, and include LIDAR landing area data in the imaging data. The LIDAR landing area data may include LIDAR point cloud data indicating the two-dimensional / three-dimensional structure of the landing area (e.g., multiple LIDAR point readings from different segments of the landing area scan, indicating the surface of the landing area and / or the location of obstacles on the landing area). The visual verification process may compare the LIDAR landing area data with anticipated LIDAR landing area data (which may be included in a visually anticipated dataset). The anticipated LIDAR landing area data may indicate the two-dimensional / three-dimensional structure of the landing area. The anticipated LIDAR landing area data may be provided by cloud service 205 on the route to central port 112 or in a landing area verification message. If cloud service 205 detects a change in the two-dimensional / three-dimensional structure of the landing area, the anticipated LiDAR landing area data can be updated by cloud service 205, and cloud service 205 can provide vehicle 101 with the most recent two-dimensional / three-dimensional structure of the landing area. Alternatively, the anticipated LiDAR landing area data can be based on the first / most recent reading of the anticipated LiDAR landing area data, or a reading between the first and most recent readings, or any combination thereof. The visual verification process can be based on this comparison to determine whether there is a substantial change from the current reading of the LiDAR landing area data to the anticipated LiDAR landing area data. For example, a substantial change could be that a segment of the two-dimensional / three-dimensional structure of the current reading of the LiDAR landing area data (e.g., a grouping of LiDAR point readings) is greater than a threshold distance from a point in the two-dimensional / three-dimensional structure of the anticipated LiDAR landing area data. Those skilled in the art will recognize that the comparison indicating a substantial change can be modified and determined in a variety of ways, and in general, the scanning and mapping performed by the LiDAR system described herein is intended to determine whether an obstacle has entered the landing area of ​​vehicle 101. If the visual verification process determines that there is a substantial change, then the visual verification process can determine that there is an obstacle (or potential conflict).

[0077] In the case of a separate process, the descent cross-check process may: use either the first process or the second process (or both in the case of a non-separate process) to determine the presence of an obstacle; and in response to determining the presence of an obstacle, determine the existence of an unsafe condition. In the case of a first sequential process, the descent cross-check process may: use the first process to determine the presence of a potential conflict (e.g., a height process or a visual process determines an object as a potential conflict); in response to the first process determining a potential conflict (e.g., a height process or a visual process determines an object), a second process may confirm whether the potential conflict is an obstacle (e.g., using the other of the height process or the visual process to determine an object); and in response to confirming the potential conflict as an obstacle, determine the unsafe condition. In the case of a second sequential process, the descent cross-check process may: use the second process to determine the presence of a potential conflict (e.g., a height process or a visual process determines an object as a potential conflict); in response to the second process determining a potential conflict (e.g., a height process or a visual process determines an object), a first process may confirm whether the potential conflict is an obstacle (e.g., using the other of the height process or the visual process to determine an object); and in response to confirming the potential conflict as an obstacle, determine the unsafe condition.

[0078] For example, vehicle 101 may be equipped with a multi-sensor and navigation sensor suite. The multi-sensor and navigation sensor suite may include a software-adjustable radar (SWARS), an onboard camera (e.g., at least two cameras), an altitude and heading reference system (AHRS), and a GPS system. The SWARS can perform various functions, including target detection and tracking, ground mapping, and radar altimetry. The onboard camera may include or be supported by an onboard image processor that analyzes imaging data to detect obstacles and / or patterns in the landing area. The AHRS can determine the attitude and heading of vehicle 101 (e.g., roll, pitch, heading). The GPS system can determine the position of vehicle 101 (e.g., GPS coordinates). The multi-sensor and navigation sensor suite can: receive a landing zone confirmation message (indicating the landing zone location and whether it is open, occupied, or has changed from the initial landing pad to a backup landing pad) from cloud service 205 before vehicle 101 approaches descent transition point 405; receive final confirmation of an open landing zone (e.g., another landing zone confirmation message) from cloud service 205 before or at descent transition point 405; determine a descent flight path by loading the landing zone location (e.g., GPS location) into flight path selection procedure 344; and begin descent using that descent flight path. During descent, the vehicle can: control SWARS to lock the landing pad beacon; and perform a descent cross-check process to cross-check for potential conflicts or confirm the landing zone is open. Using the descent cross-check process, vehicle 101 may: control the AHRS to obtain positioning and alignment information to confirm its position and alignment with the landing pad beacon, and control the SWARS to obtain altitude and descent rate to confirm altitude and descent rate (e.g., by performing a profile check process); control the camera to obtain light patterns or identifier patterns (e.g., by performing a visual confirmation process); control the SWARS to scan and map the landing area to ensure unobstructed access (e.g., by performing a scan confirmation process to ensure that no other vehicles / obstacles are parked at / on the landing area); and cross-check for conflicts (if any of the above indicates a potential conflict) or confirm that the landing pad is unobstructed. Vehicle 101 may continue the descent cross-check process until vehicle 101 lands on the landing area.

[0079] For example, in the example above, if the camera cannot acquire a light pattern or identifier pattern, the descent cross-check process can identify potential conflicts by controlling SWARS to scan and map the landing area, and cross-check the potential conflict to confirm it as an obstacle (or obtain the most recent output of the scan confirmation process). If the potential conflict is confirmed as an obstacle, the descent cross-check process can determine the unsafe condition and abort the descent to the landing area.

[0080] In another aspect of this disclosure, if vehicle 101 receives an instruction message from cloud service 205 indicating the presence of another vehicle or obstacle in the landing area, the descent cross-check process can determine an unsafe condition (and thus halt the descent to the landing area). Vehicle 101 can confirm this information by performing one or both of a scan confirmation process and a visual confirmation process. Vehicle 101 can stop the descent (or even not begin the descent) with or without confirmation of the information.

[0081] If no unsafe conditions are detected, the vehicle's multi-sensor and navigation sensor suite can continue the descent cross-checking process until the vehicle lands on the landing zone. Therefore, the multi-sensor and navigation sensor suite can confirm that the landing is proceeding safely by cross-checking multiple different sensor systems (e.g., radar and cameras) and data sources (AHRS and GPS systems).

[0082] Figure 6 A flowchart for calculating flight control for vehicle landing using sensor data fusion, according to one or more embodiments, is shown. Flowchart 600 may illustrate the landing process of a vehicle, such as the landing process of aircraft 131. Flowchart 600 may be executed semi-autonomously or fully autonomously by aircraft 131.

[0083] Aircraft 131 may initiate the process described in flowchart 600 to communicate with the service during transport (box 605). For example, aircraft 131 may transmit current location information to cloud service 205 and receive initial landing area confirmation messages and / or weather information, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0084] Aircraft 131 may continue the process to receive a landing zone confirmation message from service before the descent transition point in the landing zone (box 610). For example, aircraft 131 may receive final confirmation of an open landing zone, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0085] Aircraft 131 can continue the process to determine a landing flight path (box 615). For example, aircraft 131 can input the landing area location (e.g., GPS location) into flight route selection procedure 344 to determine the landing flight path, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0086] Aircraft 131 may continue the process to determine whether to begin the landing process (box 620). For example, aircraft 131 may determine whether it has reached descent transition point 405 (e.g., by determining whether the GPS position of aircraft 131 is within a threshold distance from the location of descent transition point 405), as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0087] In response to determining that the landing process should not be initiated (box 620: No), the aircraft 131 may continue the process to perform maneuvering to the holding area, an alternative landing area, or retry the landing area (box 625). The aircraft 131 may continue the process to determine, for example, a landing flight path to the same landing area or a different landing area (box 615).

[0088] In response to determining to begin the landing process (box 620: Yes), aircraft 131 may continue the process to begin descent (box 630). Aircraft 131 may continue the process to perform a descent cross-check process (box 635). For example, aircraft 131 may control multiple sensors and navigation sensors and perform a scan confirmation process, a visual confirmation process, and / or a profile check process, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0089] Figure 7 A flowchart illustrating flight control calculations for vehicle landing using sensor data fusion, according to one or more embodiments, is shown. Flowchart 700 may illustrate the descent cross-check landing process of a vehicle (such as aircraft 131), as described above. Figure 6 The flowchart 700 is discussed in box 630. It can be executed semi-autonomously or fully autonomously by the aircraft 131.

[0090] Aircraft 131 can initiate the process described in flowchart 700 to confirm position and alignment (box 705). For example, aircraft 131 can perform a configuration file check process, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0091] The aircraft 131 may continue the process to lock onto the approach beacon (box 710). For example, the aircraft 131 may control its radar system to lock onto signals from the landing area beacon, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0092] Aircraft 131 may continue the process to receive descent data from one or more of a plurality of systems (box 715). For example, aircraft 131 may perform one or more of a scan verification process, a visual verification process, and a profile check process to obtain descent data, as described above relative to Figure 3A and Figure 3B The subject of discussion.

[0093] Aircraft 131 may continue the process to perform analysis of descent data (box 720). For example, aircraft 131 may continue to perform one or more of the scan verification process, visual verification process, and configuration file inspection process to determine potential conflicts or unsafe conditions, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0094] Aircraft 131 can continue the process to determine whether the analysis results indicate an unsafe condition (box 725). For example, if the descent cross-check process confirms a potential collision as an obstacle, or if the profile check process determines an unsafe condition, aircraft 131 can determine the unsafe condition, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0095] In response to the determination that the analysis results indicate an unsafe condition (box 725: Yes), the aircraft 131 may continue the process to perform a maneuver to the holding area, an alternative landing area, or retry the landing area (box 730).

[0096] In response to the determination that the analysis results do not indicate an unsafe condition (box 725: No), the aircraft 131 may continue the process to determine whether the landing has been completed (box 735). For example, the aircraft 131 may determine whether the aircraft 131 has landed, such as by detecting the landing gear.

[0097] In response to the determination that the landing was not completed (box 735: No), the spacecraft 131 may continue the process to receive more descent data and perform the analysis again (boxes 715 and 720, respectively).

[0098] In response to the confirmation that landing is complete (box 735: Yes), aircraft 131 may continue the process to transmit a success message to the service (box 740). For example, aircraft 131 may transmit a success message to indicate that aircraft 131 is using the landing area.

[0099] Figures 8A to 8C A flowchart illustrating the use of sensor data fusion to calculate flight control for vehicle landing, based on one or more embodiments, is shown. Flowcharts 800A to 800C may illustrate receiving descent data and performing analysis (such as...) Figure 7 Three different methods (shown in boxes 715 and 720). Flowcharts 800A to 800C can be executed semi-autonomously or fully autonomously by aircraft 131.

[0100] Flowchart 800A may correspond to a separate process for receiving falling data and performing analysis; flowchart 800B may correspond to a first sequential process for receiving falling data and performing analysis; flowchart 800C may correspond to a second sequential process for receiving falling data and performing analysis. For example, the independent process can independently control a first sensor system and a second sensor system to detect unsafe conditions by independently executing a first sensor process and a second sensor process; the first sequential process can execute the first sensor process and then, in some cases, the second sensor process; the second sequential process can execute the second sensor process and then, in some cases, the first sensor process. The first sensor process may correspond to blocks 805 to 830, and the second sensor process may correspond to blocks 835 to 850.

[0101] Aircraft 131 may initiate the process of flowchart 800A to control the first sensor system to acquire first data (box 805). For example, aircraft 131 may control a navigation system to acquire navigation information, control a radar system to acquire radar data, and / or control a camera system to acquire imaging output data, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0102] The aircraft 131 may continue the process (in parallel, simultaneously, sequentially, alternatively, etc.) by: (1) comparing the first data with the descent profile (box 810) and / or (2) comparing the first data with the expected first data (box 815). For example, the aircraft 131 may: (1) perform a profile check process to compare the first data with the descent profile, and (2) perform a scan confirmation process or a visual confirmation process to compare the first data with the expected first data, as described above relative to the previous process. Figure 3A and Figure 3B The subject of discussion.

[0103] When comparing the first data with the descent profile, the aircraft 131 can continue the process to determine whether the comparison indicates that the first data exceeds a threshold of the descent profile (box 820). For example, the aircraft 131 can determine that one or more conditions are not met (e.g., the aircraft 131 is outside the three-dimensional volume of the flight envelope condition), as described above relative to... Figure 3A and Figure 3B As discussed. In response to determining that the comparison does not indicate that the first data exceeds the threshold of the descent profile (box 820: No), the aircraft 131 may continue the process to control the first sensor system to obtain more first data (box 805). In response to determining that the comparison indicates that the first data does indeed exceed the threshold of the descent profile (box 820: Yes), the aircraft 131 may continue the process to determine an unsafe condition (box 825).

[0104] When comparing the first data with the expected first data, the aircraft 131 can continue the process to determine whether the comparison indicates that the first data exceeds a threshold of the expected first data (box 830). For example, if the scan confirmation process or visual confirmation process determines that a substantial change has occurred, the aircraft 131 can identify a potential conflict, as described above relative to... Figure 3A and Figure 3B As discussed. In response to determining that the comparison indicates the first data does not exceed the expected threshold for the first data (box 830: No), the aircraft 131 may continue the process to control the first sensor system to obtain more first data (box 805). In response to determining that the comparison indicates the first data exceeds the expected threshold for the first data (box 830: Yes), the aircraft 131 may continue the process to determine an unsafe condition (box 850).

[0105] Individually, the aircraft 131 can also independently initiate the process of flowchart 800A to control the second sensor system to acquire second data (box 835). For example, the aircraft 131 can control the radar system to acquire radar data or control the camera system to acquire imaging output data to acquire the second data, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0106] Aircraft 131 can continue the process by comparing the second data with the expected second data (box 840). For example, aircraft 131 can perform a scan verification process or another in the visual verification process, as described above relative to... Figure 3A and Figure 3B The subject of discussion.

[0107] Aircraft 131 can continue the process to determine whether the comparison indicates that the second data exceeds a threshold of the expected second data (box 845). For example, if the scan confirmation process or visual confirmation process determines that a substantial change has occurred, aircraft 131 can identify a potential conflict, as described above relative to... Figure 3A and Figure 3B As discussed. In response to determining that the comparison indicates the second data does not exceed the expected second data threshold (box 845: No), the aircraft 131 may continue the process to control the second sensor system to obtain more second data (box 835). In response to determining that the comparison indicates the second data exceeds the expected second data threshold (box 845: Yes), the aircraft 131 may continue the process to determine an unsafe condition (box 850).

[0108] Flowchart 800B may be the same as flowchart 800A, except that aircraft 131 may perform a first sensor process, and in response to determining that the comparison indicates that the first data exceeds the threshold of the expected first data (box 830: Yes), aircraft 131 may continue the process to control a second sensor system to obtain second data (box 835), thereby performing a second sensor process.

[0109] Flowchart 800C may be the same as Flowchart 800A, except that the aircraft 131 may perform a second sensor process, and in response to determining that the comparison indicates that the second data does indeed exceed the expected threshold of the second data (box 845: Yes), the aircraft 131 may continue the process to control the first sensor system to obtain the first data (box 805), thereby performing the first sensor process.

[0110] Figure 9 An exemplary system is shown that can perform the techniques given herein. Figure 9 This is a simplified functional block diagram of a computer according to an exemplary embodiment of the present disclosure, which may be configured to perform the techniques described herein. Specifically, the computer (or “platform,” as it may not be a single physical computer infrastructure) may include a data communication interface 960 for packet data communication. The platform may also include a central processing unit (“CPU”) 920 in the form of one or more processors for executing program instructions. The platform may include an internal communication bus 910, and may also include program storage and / or data storage devices, such as ROM 930 and RAM 940, for various data files to be processed and / or transferred by the platform, although system 900 may receive programming and data via network communication. System 900 may also include input and output ports 950 for connection to input and output devices such as a keyboard, mouse, touchscreen, monitor, display, etc. Of course, various system functions may be implemented in a distributed manner on multiple similar platforms to distribute the processing load. Alternatively, the system may be implemented through appropriate programming of a single computer hardware platform.

[0111] The general description of this disclosure provides a brief overall description of a suitable computing environment in which this disclosure may be implemented. In one embodiment, any of the disclosed systems, methods, and / or graphical user interfaces may be performed or implemented by a computing system consistent with or similar to the computing systems shown and / or explained in this disclosure. Although not essential, aspects of this disclosure are described in the context of computer-executable instructions, such as routines executed by data processing devices, such as server computers, wireless devices, and / or personal computers. Those skilled in the art will appreciate that aspects of this disclosure can be practiced using other communication, data processing, or computer system configurations, including internet devices, handheld devices (including personal digital assistants (“PDAs”), wearable computers, various cellular or mobile phones (including Voice over IP (“VoIP”) phones), dumb terminals, media players, gaming devices, virtual reality devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, microcomputers, mainframe computers, etc. In practice, the terms “computer,” “server,” etc., are generally used interchangeably herein and refer to any of the aforementioned devices and systems and any data processor.

[0112] The aspects of this disclosure can be implemented in a dedicated computer and / or data processor, which is specifically programmed, configured, and / or constructed to execute one or more computer-executable instructions detailed herein. While aspects of this disclosure, such as certain functions, are described as performing only on a single device, this disclosure can also be practiced in a distributed environment, where functions or modules are shared among different processing devices linked via communication networks such as local area networks (“LANs”), wide area networks (“WANs”), and / or the Internet. Similarly, the techniques presented herein that relate to multiple devices can be implemented in a single device. In a distributed computing environment, program modules may reside in local memory storage devices and / or remote memory storage devices.

[0113] Various aspects of this disclosure may be stored and / or distributed on non-transitory computer-readable media, including magnetically or optically readable computer disks, hardwired or pre-programmed chips (e.g., EEPROM semiconductor chips), nanotechnology memories, biological memories, or other data storage media. Alternatively, computer-implemented instructions, data structures, screen displays, and other data under various aspects of this disclosure may be distributed over time via the Internet and / or other networks (including wireless networks) on propagating signals on a propagation medium (e.g., one or more electromagnetic waves, sound waves, etc.), and / or they may be made available on any analog or digital network (packet switching, circuit switching, or other schemes).

[0114] The programmatic aspect of technology can be considered a "product" or "artifact," typically in the form of executable code and / or associated data, carried or embodied in a type of machine-readable medium. "Storage" type media includes any or all tangible memory, such as various semiconductor memories, tape drives, disk drives, etc., of computers, processors, etc., or their associated modules, which can provide non-transitory storage for software programming at any time. All or part of the software can sometimes be communicated via the Internet or various other telecommunications networks. For example, such communication allows software to be loaded from one computer or processor to another, such as from a management server or host of a mobile communication network to a server's computer platform and / or from a server to a mobile device. Therefore, another type of medium that can carry software elements includes light waves, radio waves, and electromagnetic waves, such as those used at physical interfaces between local devices, through wired and optical ground networks, and through various air links. Physical elements carrying such waves, such as wired or wireless links, optical links, etc., can also be considered as media carrying software. As used herein, unless limited to non-transitory tangible "storage" media, the term "readable medium" of a computer or machine refers to any medium that participates in providing instructions to a processor for execution.

[0115] The terms used above may be interpreted in their broadest and most reasonable manner, even when used in conjunction with specific embodiments of certain particular examples of this disclosure. Indeed, some terms may even be emphasized above; however, any term intended to be interpreted in any limited manner will be explicitly and specifically defined in this Detailed Description section. The foregoing general and specific embodiments are merely exemplary and illustrative, and not limited to the features protected by the claims.

[0116] As used herein, the terms “comprising,” “including,” “having,” “containing,” or other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article of manufacture, or apparatus that includes a list of elements does not include only those elements but may include other elements not expressly listed or inherent to those processes, methods, articles of manufacture, or apparatus.

[0117] In this disclosure, relative terms such as, for example, “about,” “basically,” “generally,” and “approximately” are used to indicate possible variations of ±10% in a specified value.

[0118] The term “exemplary” is used in the sense of “example” rather than “ideal.” As used herein, the singular forms “a,” “an,” and “the” include plural references unless otherwise indicated by the context.

[0119] Other embodiments of the invention disclosed herein will be apparent to those skilled in the art from the description and specific practice of the invention herein. The description and examples are intended to be illustrative only, and the true scope and spirit of the invention are indicated by the following claims.

Claims

1. A system for calculating flight control for a landing vehicle, the system comprising: Memory that stores instructions; as well as The processor executing the instructions is configured to perform the following processes, including: Received indication that the landing area is clear; The vehicle descends based on the landing flight path of the landing area; Receive landing area data; The first sensor process is performed based on the landing area data, including a configuration file check process and a scan confirmation process or a visual confirmation process, the first of the two. Based on the landing area data, a second sensor process is executed in parallel or sequentially with the first sensor process, including the second of the scanning confirmation process or the visual confirmation process; Determine whether an unsafe condition exists based on the first sensor process and the second sensor process; and When an unsafe situation is determined, flight control for the vehicle is calculated to continue the descent of the vehicle or to modify the descent of the vehicle.

2. The system according to claim 1, wherein the process further comprises: Receive navigation and radar data from the landing zone; Compare navigation and radar data with the dataset expected in the configuration file; Based on the comparison results, determine whether there are any substantial changes; as well as In response to the determination that a substantial change has occurred, an unsafe situation has been identified.

3. The system according to claim 1, wherein the process further comprises: The landing zone mapping data is received from the radar system scan. Receive the expected landing area mapping data, including the two-dimensional region / three-dimensional structure when the landing area is unobstructed; The landing area mapping data is compared with the expected landing area mapping data; Based on the comparison results, determine whether there are any substantial changes; and In response to the determination of substantial changes, identify potential conflicts or insecure situations.

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