WO2019209297A1

WO2019209297A1 - Enhanced 2d profile depiction for preview of terrain, power and fuel management in autonomous systems

Info

Publication number: WO2019209297A1
Application number: PCT/US2018/029514
Authority: WO
Inventors: Margaret Macisaac Lampazzi; Prateek SAHAY
Original assignee: Sikorsky Aircraft Corporation
Priority date: 2018-04-26
Filing date: 2018-04-26
Publication date: 2019-10-31

Abstract

An aircraft and a method of operating an aircraft. The aircraft includes a processor and an interface for receiving an input from an operator. The processor is configured to calculate an expected state of the aircraft for a selected flight plan of the aircraft, display the expected state for the flight plan, alter the expected state in response to the input from an operator, and operate the aircraft according to the altered state.

Description

ENHANCED 2D PROFILE DEPICTION FOR PREVIEW OF TERRAIN, POWER AND FUEL MANAGEMENT IN AUTONOMOUS SYSTEMS

STATEMENT OF FEDERAL SUPPORT

[0001] This invention was made with government support with the Defense Advanced Research Projects Agency (DARPA) under Contract No.: HR0011-17-9-0004. The government therefore has certain rights in this invention.

BACKGROUND OF THE INVENTION

[0002] The subject matter disclosed herein relates generally to autonomous flight and, in particular, to a system and method for managing a flight parameter for a flight plan of an autonomous aircraft.

[0003] In an autonomous aircraft, flight plans can be determined prior to takeoff based on an operator’s intentions and mission planning specifications and can be updated autonomously during flight based on real-time feedback.. As part of mission planning, the operator can preview the route through a two-dimensional depiction of the planned flight against the terrain. This“2D terrain profile” previews the terrain profile and is very helpful in allowing the operator to preview how the aircraft’s planned flight is against terrain. This gives the operator insight into the planned terrain clearance (i.e., how close to terrain the aircraft will be at various points along the plan). However, the operator cannot know from this profile how the aircraft will perform at each action or maneuver until it performs the action. For example, the operator does not know how much engine power a future maneuver will require until it performs the maneuver. Therefore, there is a need to expand the concept of the two-dimensional profile to include a depiction and preview of other flight parameters as this will provide operator insight and anticipation of how the autonomous vehicle will behave.

BRIEF DESCRIPTION OF THE INVENTION

[0004] According to one embodiment, a method of operating an aircraft includes calculating an expected state of the aircraft for a selected flight plan of the aircraft, displaying the expected state for the flight plan, altering the expected state in response to an input from an operator, and operating the aircraft according to the altered state.

[0005] In addition to one or more of the features described above, the method includes that the expected state of the aircraft includes an expected value of a flight parameter of the aircraft. In various embodiments, a profile of the flight parameter can be displayed against an outline of a terrain of the flight plan in order to relate the expected state of the flight parameter to a location along the flight plan. A section of the profile of the flight parameter can be altered in response to the input from the operator. The profile of the flight parameter can be displayed using a color code, and the color code for a section of the profile can be changed when the value of the flight parameter for the section is changed. In various embodiments, the flight parameter is at least one of: power, a fuel amount, and airspeed of the aircraft. The expected state of the aircraft can be calculated based on at least one of: the flight plan; a fuel capacity of the aircraft; a carried weight of the aircraft; a current weather condition; a terrain; and operator preferences/settings.

[0006] According to another embodiment, an aircraft includes an interface for receiving an input from an operator; and a processor configured to: calculate an expected state of the aircraft for a selected flight plan of the aircraft, display the expected state for the flight plan, alter the expected state in response to the input from an operator, and operate the aircraft according to the altered state.

[0007] In addition to one or more of the features described above, the expected state of the aircraft includes an expected value of a flight parameter of the aircraft.. The processor is further configured to display a profile of the flight parameter against an outline of a terrain of the flight plan in order to relate the expected state of the flight parameter to a location along the flight plan. The processor is further configured to alter a section of the profile of the flight parameter in response to the input from the operator. The processor is further configured to display color code the section of the profile based on a value of the flight parameter for the section and to change the color code for a section of the profile when the value of the flight parameter for the section of the profile is changed. In various embodiments, the flight parameter is at least one of: power, a fuel amount, and airspeed of the aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The subject matter disclosed herein is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of embodiments disclosed herein are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

[0009] FIG. 1 schematically illustrates a rotary-wing aircraft having a main rotor system; [0010] FIG. 2 schematically illustrates a system for autonomous operation of the aircraft;

[0011] FIG. 3 shows a schematic diagram of operation of a model operative for determining an expected state of an aircraft during a flight plan;

[0012] FIG. 4 shows an exemplary presentation of the flight plan shown at a human-machine interface displaying a power parameter.

[0013] FIG. 5 shows a presentation of the flight plan displaying an airspeed flight parameter; and

[0014] FIG. 6 shows a presentation of the flight plan displaying a fuel flight parameter.

DETAILED DESCRIPTION OF THE INVENTION

[0015] With reference to FIG. 1, FIG. 1 schematically illustrates a rotary-wing aircraft 10 having a main rotor system 12. The aircraft 10 includes an airframe 14 having an extending tail 16 which mounts a tail rotor system 18, such as an anti- torque system, a translational thrust system, a pusher propeller, or a rotor propulsion system for example. Power is transferred from one or more engines E1-E3 to a power transmission gearbox G, to drive the main rotor system 12 about a respective axis of rotation A. Although a particular rotary wing aircraft configuration is illustrated and described in the disclosed embodiment, other configurations and/or machines, such as a high speed compound rotary wing aircraft with supplemental translational thrust systems, a dual contra-rotating, coaxial rotor system aircraft, and a turbo-prop, tilt-rotor or tilt-wing aircraft for example, will also benefit from the present invention. The aircraft 10 includes a landing gear (not shown) and a control system (see FIG. 2) that controls operation of the aircraft in order to provide autonomous operation of the aircraft, including flight plane creation, engine control, steering and navigation, etc.

[0016] FIG. 2 schematically illustrates a system 200 for autonomous operation of the aircraft 10. The system 200 includes a processor 202 in communication with a human machine interface (HMI) 204. The operator uses the HMI 204 in order to input flight destinations and flight parameters, such as fuel capacity, carried weight etc. The HMI 204 further includes a display that allows the processor 202 to display an expected state of the aircraft during a selected flight plan or an expected value of a flight parameter for the flight plan. The operator can alter the expected state or expected value of the flight parameter at the HMI 204. [0017] The processor 202 is further in communication with a memory storage device 210 that includes one or more programs 212 usable to fly the aircraft autonomously as well as to interact with the operator of the aircraft. In one embodiment, the one or more programs 212 enable the processor to create a flight plan and allow the operator to manage the flight plan or to provide input to the flight plan in order to change the value of one or more parameters of the flight plan.

[0018] FIG. 3 shows a schematic diagram of operation of a model operative on the processor 202 of FIG. 2 for determining an expected state of an aircraft during a flight plan. The processor 202 receives various input parameters such as a flight plan 304, fuel capacity 306 of the aircraft 10, a weight 308 of the aircraft 10, current weather conditions 310, various terrain features 312 and operator preferences/settings 314 for the aircraft 10. These input parameters are provided to a flight parameter model 302 that determine the expected values of various flight parameters over the course of executing the flight plan. Exemplary flight parameters include, but are not limited to, fuel consumption 320, power needs 322, aircraft altitude 324 and speed 326. The flight parameter model 302 determines an expected value of these flight parameters at various points of the flight plan and displays these expected values at the HMI 204. In various embodiments, a profile of the expected flight parameter over the flight plan is shown at the HMI 204 alongside a profile of terrain features to be encountered over the course of flight plan. HMI 204 enables the operator to review the flight plane and the expected values of the flight parameters at various locations within the flight plan. The HMI 204 can also receive input from the operator in response to the displayed flight plan and expected values. In various embodiments, the operator can select a portion of the flight plan by selecting a section of the representative profile and change the flight parameter for the section of the flight plan. The processor 202 can the reevaluate the flight plan and recalculate flight parameters according to the adjustment or alteration made by the operator.

[0019] FIG. 4 shows an exemplary presentation 400 of the flight plan shown at the HMI 204. The presentation 400 includes one or more tabs that allow the operator to select a view of a selected flight parameter. Tab 402 displays a profile for expected values of fuel consumption. Tab 404 displays a profile for expected airspeed values. Tab 406 displays a profile for expected power needs of the aircraft. In various embodiments, power can refer to total power based on engine torque or total power based on some combination of engine torque, rotor RPM, propeller speed, etc. In various embodiments, the a profile for flight parameter is shown alongside a terrain 410 for the flight plan such that a selected point on the terrain 410 can be aligned visually with the expected value of the flight parameter for the selected point. The presentation 400 of FIG. 4 displays tab 406, thereby displaying a profile 420 of power needs. A vertical scale 413 is also provided to indicate values for the profile 420. A current location of the aircraft 10 is shown at icon 413. The profile 420 includes various sections 422, 424, 426 and 428 that correspond with various features of the terrain 410. Section 422 corresponds to a substantially flat region of the terrain 410 and indicates an expected power need over the substantially flat region. Section 424 corresponds to a region of the terrain 410 of increasing altitude brought on by the presence of mountain or hill 417 and indicates an expected power need as the aircraft ascends upon approaching the hill 417. Section 426 corresponds to a top of the hill 417 and indicates an expected power need as the aircraft flies over the hill 417. Section 428 correspond to a region of decreasing altitude and indicates an expected value for power needs as the aircraft descends from flying over the hill 417. The power needs are constant for section 422 as the corresponding terrain 410 is substantially flat. As the aircraft ascends (section 424), the power needs increase for the aircraft. Also, when flying over the top of the hill 417 (section 426), the power needs are more than when flying over the flat terrain corresponding to section 422. As the aircraft descends (section 428), the power needs decrease.

[0020] The HMI 204 enables the operator to change the power needs of the aircraft by selecting any of the sections 422, 424, 426 and/or 428. The operator may select to change the power needs in order to suit a requirement for the operator or a desire of the operator. The sections 422, 424, 426 and 428 of the power needs profile, as well as of other flight parameter profiles can be visually coded as discussed below with respect to FIG. 3

[0021] FIG. 5 shows a presentation 500 displaying another flight parameter (e.g., airspeed). The profile 520 of the aircraft (i.e., its sections 522, 524, 526 and 528) can be visually coded in order to provide a visual signal to the operator. In various embodiments, the visual coding can be color coding, although the type or style of the line for the section can be changed from dashed line, dotted line, dash-dot line, solid line, varying the thickness of the line, etc. Section 522 is spanned by a solid line in order to indicate a steady speed for the flight parameter. Section 524 is spanned by a dashed line to indicate acceleration. Section 526 is spanned by a solid line to indicate a steady speed. Section 528 is spanned by a dash- dot line to indicate a deceleration.

[0022] FIG. 6 shows a presentation 600 displaying the flight parameter for fuel. The profile 620 shows section 622 and 624which are spanned by solid lines to indicate that the available fuel is sufficient for these sections of the terrain. In alternate embodiments, the solid line can be a green line. Section 626 of profile 620 is spanned by a dash-dot line to indicate that the amount of fuel for this section of the terrain is within the remaining fuel capacity of the aircraft but with little to no fuel reserve time (e.g., 40 minutes is left before being out of fuel). Alternatively, the line of section 626 can be colored yellow to indicate a fuel caution zone to indicate that a selected amount of fuel is left. Section 628 of profile 620 is spanned by a dashed line to indicate that the amount of fuel for this section of the terrain is within the remaining fuel capacity of the aircraft but with little to no fuel reserve. In other words, the amount of fuel is severely limited or insufficient in order to fly over the corresponding terrain. Instead of a dashed line, the line of section 628 can be colored red to warn that the aircraft may soon be out of fuel.

[0023] As the operator changes a section of any of the profiles 420, 520 and/or 620, the visual coding of the section of the profile can change accordingly. A change by the operator can be input into the flight parameter model 302 of FIG. 3 in order to recalculate the expected values of the flight parameter and to display the expected values at the HMI 204. Thus, the operator has the ability to change a flight parameter from a first expected value to a second expected value and the flight parameter model 302 recalculates the flight plan accordingly. In particular, the operator can go into“edit” mode and touch/drag the profile line or a section of the profile line to adjust the profile at various points. In the edit mode, the existing profile is shown on the HMI 204 along with the adjusted profile, which is shown as a shadow profile or in a lighter shade. This display mode allows the operator to compare how the adjusted profile changes the flight plan. The operator can then decide whether or not to accept the adjusted profile as the new flight profile upon leaving the edit mode.

[0024] While embodiments disclosed herein have been described in detail in connection with only a limited number of embodiments, it should be readily understood that the disclosure is not limited to such disclosed embodiments. Rather, embodiments of the present disclosure can be modified to incorporate any number of variations, alterations, substitutions, combination, sub-combination, or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the disclosure. Additionally, while various embodiments of the disclosure have been described, it is to be understood that aspects of the disclosure may include only some of the described embodiments. Accordingly, the disclosure is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.

Claims

CLAIMS: What is claimed is:

1. A method of operating an aircraft, comprising:

calculating an expected state of the aircraft for a selected flight plan of the aircraft; displaying the expected state for the flight plan;

altering the expected state in response to an input from an operator; and

operating the aircraft according to the altered state.

2. The method of claim 1, wherein the expected state of the aircraft includes an expected value of a flight parameter of the aircraft.

3. The method of claim 2 further comprising displaying a profile of the flight parameter against an outline of a terrain of the flight plan in order to relate the expected state of the flight parameter to a location along the flight plan.

4. The method of claim 3, further comprising altering a section of the profile of the flight parameter in response to the input from the operator.

5. The method of claim 3, further comprising displaying the profile of the flight parameter using a color code.

6. The method of claim 5, further comprising changing the color code for a section of the profile when the value of the flight parameter for the section is changed.

7. The method of claim 2, wherein the flight parameter is at least one of: power, a fuel amount, and airspeed of the aircraft.

8. The method of claim 1, further comprising calculating the expected state of the aircraft based on at least one of: the flight plan; a fuel capacity of the aircraft; a carried weight of the aircraft; a current weather condition; a terrain; and operator preferences/setting s .

9. An aircraft, comprising:

an interface for receiving an input from an operator; and

a processor configured to:

calculate an expected state of the aircraft for a selected flight plan of the aircraft,

display the expected state for the flight plan,

alter the expected state in response to the input from an operator, and operate the aircraft according to the altered state.

10. The aircraft of claim 9, wherein the expected state of the aircraft includes an expected value of a flight parameter of the aircraft.

11. The aircraft of claim 10, wherein the processor is further configured to display a profile of the flight parameter against an outline of a terrain of the flight plan in order to relate the expected state of the flight parameter to a location along the flight plan.

12. The aircraft of claim 11, wherein the processor is further configured to alter a section of the profile of the flight parameter in response to the input from the operator.

13. The aircraft of claim 12, wherein the processor is further configured to display color code the section of the profile based on a value of the flight parameter for the section.

14. The aircraft of claim 13, wherein the processor is further configured to change the color code for a section of the profile when the value of the flight parameter for the section of the profile is changed.

15. The aircraft of claim 10, wherein the flight parameter is at least one of: power, a fuel amount, and airspeed of the aircraft.