System and method for ground navigation

Description

BACKGROUND

The present disclosure relates generally to the field of aircraft navigation. More particularly, the disclosure relates to aircraft navigation using multiple radar antennas.

Conventional efforts in aircraft to implement tactical situation awareness displays and situational awareness displays with a track-up orientation for low-visibility surface operations are hampered by low quality navigation systems that support ground operations. Inertial Navigation Simulators (INS), Altitude Heading Reference Systems (AHRS), and Air Data Computers (ADC) do not provide velocity and/or heading data at speeds below about 40 or 50 knots (e.g., at taxiing speed). Magnetic compasses can provide heading information, but operate poorly during ground operations due to interference from ground infrastructure.

Velocity and track (heading) can be derived from GPS position data, but when the aircraft is stationary or performing low speed turning operations (e.g., turning 90 degrees from a hold line onto a runway) cannot be adequately measured by changes in aircraft position without using a Satellite Based Augmentation System (SBAS) to obtain additional messages broadcast by satellites or a Ground Based Augmentation System (GBAS) to obtain additional ground-based radio messages.

A GPS does provide accurate position information (latitude, longitude, and altitude). Aircraft velocity and track can be determined from a change in aircraft position over time. If more than one GPS antenna is installed, aircraft heading can be determined or derived from the difference between the two positions. However, the error in a standard positioning system is greater than the length of most aircraft. SBAS can bring the nominal error down to 7.5 meters 95% of the time and GBAS can bring the nominal error down to 2 meters 95% of the time, however, the smaller the aircraft, the closer the two antennas must be. For many aircraft, the distance between the two antennas is less than the error for standard GPS and not much bigger than the error for a system including an SBAS or GBAS. Further, GPS is subject to multi-path problems during ground operations.

Therefore, what is needed is a high quality navigation system and method for implementing with tactical situation awareness displays and situational awareness displays with a track-up orientation for low-visibility surface operations. What is also needed is a system and method for accurately providing velocity and heading information of an aircraft during low speed maneuvers or when stationary.

SUMMARY

One embodiment of the disclosure relates to a navigation system for use on an aircraft for determining a heading, velocity, and/or position of the aircraft. The navigation system includes a first radar antenna for mounting to a first wing of the aircraft and configured to receive radar returns and a second radar antenna for mounting to a second wing of the aircraft and configured to receive radar returns where the first wing and the second wing extend from opposite sides of the aircraft. The navigation system also includes processing electronics configured to determine a velocity of the first and second wings based on the radar returns. The processing electronics calculate the heading, velocity, and/or position of the aircraft based on the determined wing velocities.

Another embodiment of the disclosure relates to a method for determining a heading, velocity, and/or position of an aircraft. The method includes receiving a first radar return at a radar antenna for mounting to a first wing of the aircraft and receiving a second radar return at a radar antenna mounted to a second wing of the aircraft where the first wing and the second wing extend from opposite sides of the aircraft. The method also includes determining a velocity of each wing based on the radar returns using processing electronics and calculating the heading, velocity, and/or position of the aircraft based on the determined wing velocities using the processing electronics.

Another embodiment of the disclosure relates to an apparatus for determining a heading, velocity, and/or position of an aircraft. The apparatus includes means for receiving a first radar return at a first wing of the aircraft and means for receiving a second radar return at a second wing of the aircraft where the first wing and the second wing extend from opposite sides of the aircraft. The apparatus also includes means for determining a velocity of each wing based on the radar returns and means for calculating the heading, velocity, and/or position of the aircraft based on the determined wing velocities.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the following detailed description, taken in conjunction with the accompanying drawings.

FIG. 1 is an illustration of an aircraft control center or cockpit according to an exemplary embodiment.

FIG. 2 is an overhead view of an aircraft including an aircraft control center and radar system according to an exemplary embodiment.

FIG. 3A is an overhead view of a map with a north-up orientation on a display screen according to an exemplary embodiment.

FIG. 3B is an overhead view of a map with a track-up orientation on a display screen according to an exemplary embodiment.

FIG. 4 is a block diagram of a radar system for the aircraft of FIG. 2 according to an exemplary embodiment.

FIG. 5 is a block diagram of a radar system for the aircraft of FIG. 2 according to another exemplary embodiment.

FIG. 6 is a flow chart illustrating a method for calculating velocity and track information of an aircraft according to an exemplary embodiment.

FIG. 7 is a flow chart illustrating a method for calculating velocity and track information of an aircraft according to another exemplary embodiment.

FIG. 8 is a flow chart illustrating a method for calculating velocity and track information of an aircraft according to another exemplary embodiment.

FIG. 9 is a flow chart illustrating a method for calculating velocity and track information of an aircraft according to another exemplary embodiment.

FIG. 10 is a side view of an aircraft and various radar returns and angles that can be used to determine velocity according to an exemplary embodiment.

FIG. 11 is a graph illustrating a signature of ground echoes of radar returns according to an exemplary embodiment.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

Before describing in detail the particular improved system and method, it should be observed that the invention includes, but is not limited to a novel structural combination of conventional data/signal processing components and communications circuits, and not in the particular detailed configurations thereof. Accordingly, the structure, methods, functions, control and arrangement of conventional components software, and circuits have, for the most part, been illustrated in the drawings by readily understandable block representations and schematic diagrams, in order not to obscure the disclosure with structural details which will be readily apparent to those skilled in the art, having the benefit of the description herein. Further, the invention is not limited to the particular embodiments depicted in the exemplary diagrams, but should be construed in accordance with the language in the claims.

Referring generally to the figures, a system and method for determining a heading, velocity, and/or position of an aircraft is shown. The system can include an electronic display, a weather radar or other type of radar system, and a navigation system. The method can include receiving radar returns at the wings of the aircraft, determining a velocity of each wing based on the radar returns, and calculating the heading, velocity, and/or position of the aircraft based on the determined wing velocities.

Referring to FIG. 1, an illustration of an aircraft control center or cockpit 10 is shown, according to one exemplary embodiment. Aircraft control center 10 includes flight displays 20. Flight displays 20 can be used to provide information to the flight crew, thereby increasing visual range and enhancing decision-making abilities. According to an exemplary embodiment, at least one of the displays of the flight displays 20 is configured to provide an indication to a flight crew as to the velocity, heading, and/or position of the aircraft.

In an exemplary embodiment, flight displays 20 can provide an output from a radar system of the aircraft. Flight displays 20 can include displays used for surface operations, such as an electronic moving map of an airport with an indication of present position. Such a display with a moving map may include user selectable options for providing the map with a north-up or track-up mode of operation. Flight displays 20 may include cultural features, for example buildings, signage, lighting structures, trees, etc.

Flight displays 20 can also include a weather display, a joint display, a weather radar map, and a terrain or obstacle display. Further, flight displays 20 may include an electronic display or a synthetic vision system (SVS). For example, flight displays 20 can include a display configured to display a three dimensional perspective image of terrain, obstacle, and/or weather information. Other view of terrain, obstacles, and/or weather information may also be provided (e.g. plan view, horizontal view, vertical view, etc.). Additionally, flight displays 20 can be implemented using any of a variety of display technologies, including CRT, LCD, organic LED, dot matrix display, and others. Flight displays 20 can also include head-up displays (HUD) with or without a projector.

Aircraft control center 10 additionally includes one or more user interface (UI) elements 21. UI elements 21 can include dials, switches, buttons, touch screens, or any other user input device. UI elements 21 can be used to adjust features of flight displays 20, such as contrast, brightness, width, and length. UI elements 21 can also (or alternatively) be used by an occupant to interface with or change the displays of flight displays 20. UI elements 21 can additionally be used to calibrate or adjust an indication of aircraft heading, velocity, and/or position provided by flight displays 20. Further, UI elements 21 can be used to calibrate or set an aircraft configuration used to determine the aircraft heading, velocity, and/or position.

Referring to FIG. 2, an overhead view of an aircraft 100 is shown with aircraft control center 10, left wing 102, and right wing 104 according to an exemplary embodiment. Wings 102 and 104 each include a radar sensor or antenna 106 and 108, respectively. While radar antennas 106 and 108 are shown at the tips of wings 106 and 108, according to other exemplary embodiments radar antennas 106 and 108 can be located anywhere along respective wings 106 and 108 as long as the antennas are generally equal in distance from the center or fuselage of aircraft 100. According to other exemplary embodiments, radar antennas 106 and 108 can be located on the tail wings of aircraft 100. Radar antennas 106 and 108 are each configured to transmit radar pulses and receive radar returns independent of one another. According to various exemplary embodiments, radar antennas 106 and 108 can be any radar antenna capable of transmitting radar pulses and receiving radar returns, for example transmitting pulses towards ground targets and receiving associated returns.

According to some exemplary embodiments, radar antennas 106 and 108 may be generally short-range radar sensors. Radar antennas 106 and 108 may be configured to transmit radar pulses to locate potential obstructions relative to the position of the aircraft, for example lighting systems, signage, other aircraft, ground vehicles, etc. The radar returns received by radar antennas 106 and 108 may also be used to determine the velocity of the wings 102 and 104 relative to the ground. Heading or track rate can be derived from the difference in the velocity of left and right wings 102 and 104. The velocity of wings 102 and 104 can also be used to determine velocity of aircraft 100.

Referring to FIG. 3A, an electronic display 300 is shown, according to an exemplary embodiment. Electronic display 300 may be generally configured for use with surface operations and display an electronic moving map of an airport with an indication of the present position of aircraft 100. Display 300 includes indications of a runway/taxiway 302, a building 304, and signage 306, but can include indications of other cultural features or obstacles (e.g., lighting structures, towers, etc.) Display 300 can also be configured to illustrate other aircraft or terrain near runway/taxiway 302. Display 300 is shown with a north-up orientation and the illustrated map updates as aircraft 100 moves, but north remains at the top of the screen.

Referring also to FIG. 3B, an electronic display 310 is similar to electronic display 300, but has a track-up orientation according to an exemplary embodiment. The map moves or illustrates updates as aircraft 100 moves, but the with an orientation where the nose of aircraft 100 remains pointing at the top of the screen. Electronics display 300 and/or 310 may include user selectable options for providing the map with a north-up or track-up mode of operation as desired.

According to an exemplary embodiment, the color of the obstacles shown in electronic display 300 or 310 may be configured to be different colors to allow the aircrew to quickly recognize a potential hazard. For example, the obstacle may be configured to flash, enlarge, turn red or any combination thereof to provide a warning signal to the aircrew. Alternatively, electronic display 300 or 310 may be configured to provide an indicator to warn the flight crew of nearby obstacles or obstacles in the aircraft path. The indicator can be an icon, text, string, symbol, synthetic image, LED indicator, audible tone, or any other visible and/or audible alarm provided by electronic display 300 or 310, another aircraft display, an audio system, etc.

Referring to FIG. 4, a navigation system 400 is configured to determine and provide velocity, heading, and/or position data of aircraft 100. Navigation system 400 may also determine and provide obstacle avoidance information. Navigation system 400 generally includes a radar antenna 406 on left wing 102, a radar antenna 408 on right wing 104, processing electronics 410, a display 412, and a user interface 414. Radar antennas 406 and 408 are configured in a similar manner as described with reference to radar antennas 106 and 108 of FIG. 2. Radar antennas 406 and 408 are generally configured to cast one or more radar beams from, and to receive radar returns. Radar antennas 406 and 408 may perform multiple radar sweeps. The radar sweeps can include horizontal sweeps, vertical sweeps, or a combination of horizontal and vertical sweeps. Radar antennas 406 and 408 can be steered or directed in various directions in order to perform the radar sweeps.

Processing electronics 410 are configured to interpret radar returns received at radar antennas 406 and 408. Processing electronics 410 may determine a velocity of first and second wings 102 and 104 based on radar returns received at radar antennas 406 and 408. According to various exemplary embodiments, the velocity of wings 104 and 106 may be relative to the ground, relative to each other, relative to terrain or an obstacle, relative to weather, etc. For example, the velocity of wings 104 and 106 can be determined relative to a runway, a taxiway, signage, a building, or other ground structure. Based on the determined velocity of wings 102 and 104, processing electronics 410 can calculate the heading, velocity, and/or position of the aircraft relative to the ground, to terrain or an obstacle, to weather, etc. The heading may be determined by comparing the wing velocities. If the wing velocities are the same, the aircraft is moving in a straight line or stationary. If the wing velocities are different, the aircraft is turning. The wing with the higher velocity is the outside wing of the turn (e.g., if left wing 102 is faster, the aircraft is turning right and vice versa). The position of the aircraft can be determined from a history of velocity and heading determinations from an initial starting position.

Processing electronics 410 can also be configured to use the radar return data to determine navigation solutions to stay centered in runways and taxiways in order to avoid fixed obstacles such as signage, lighting, etc. and/or to avoid traffic (e.g., aircraft and ground vehicles). According to various exemplary embodiments, processing electronics 410 can be any hardware and/or software processor or processing architecture capable of executing instructions and processing radar returns.

Display 412 (e.g., an electronic display) can be used to display information from processing electronics 410, for example obstacle avoidance data and/or velocity, heading, and/or position data of aircraft 100. According to various exemplary embodiments, display 412 can be similar to display 32 or can be any other display capable of providing velocity, heading, and/or position data of the aircraft. User interface 414 can be used to select what data is shown on display 412 or to select aircraft configuration. For example, obstacle avoidance data, velocity data, heading data, and/or position data.

Referring to FIG. 5, a navigation system 500 is configured to determine and provide velocity, heading, and/or position data of aircraft 100. Navigation system 500 may also determine and provide obstacle avoidance information. Navigation system 500 is similar to navigation system 400 and generally includes a radar antenna 506 on left wing 102, a radar antenna 508 on right wing 104, processing electronics 510, a display 512, and a user interface 514. Radar antennas 506 and 508, display 512, and user interface 514 are similar in configuration to radar antennas 406 and 408, display 412, and user interface 414. Navigation system 500 also includes a display driver 516, an aircraft configuration module 518, a global positioning device 520, and a memory device 522.

Processing electronics 510 are configured to interpret radar returns received at radar antennas 506 and 508. Processing electronics 510 may determine a velocity of first and second wings 102 and 104 based on radar returns received at radar antennas 506 and 508. Based on the determined velocity of wings 102 and 104, processing electronics 510 can calculate the heading, velocity, and/or position of the aircraft. Processing electronics 510 can also be configured to use the radar return data to determine navigation solutions to stay centered in runways and taxiways in order to avoid fixed obstacles such as signage, lighting, etc. and/or to avoid traffic (e.g., aircraft and ground vehicles). According to various exemplary embodiments, processing electronics 510 can be any hardware and/or software processor or processing architecture capable of executing instructions and processing radar returns.

Aircraft configuration module 518 is configured to store and/or provide various information related to a state or configuration of aircraft 100. For example, aircraft configuration module 518 may store information related to a center of gravity of aircraft 100, a landing gear position of aircraft 100, a position of radar antennas 506 and 508, and/or a position of a GPS antenna (e.g., for global positioning device 520). According to various exemplary embodiments, aircraft configuration module may be any hardware and/or software architecture capable of storing and/or providing aircraft configuration information, for example a database.

Global positioning device 520 can be any device configured to communicate with satellites in a global positioning system to determine a velocity, heading, and/or position of aircraft 100. Memory 522 is configured to store instructions for execution by processing electronics 510 and/or to store data for use by processing electronics 510 such as a history of calculated velocities, headings, and/or positions of the aircraft. Memory 522 may be a volatile or non-volatile memory.

Processing electronics 510 are further configured to use information received from aircraft configuration module 518, global positioning device 520, and memory device 522 to determine the velocity of wings 102 and 104 and determine the presence of obstacles. Processing electronics 510 may “blend” the inputs from radar antenna 506, radar antenna 508, and global positioning device 520, for example, processing electronics 510 may determine a generally high-precision solution for the velocity, heading, and position of the aircraft based on the inputs from these devices. The determination of the velocity, heading, and/or position of aircraft 100 may be adjusted depending on the information received from aircraft configuration module 518 or additional information can be derived from aircraft configuration module 518. For example, while basic information such as the velocity of the aircraft and turn rate can be derived from velocity of the wing tips, the actual track of the landing gear through a turn can be derived using the relative location of each set of wheels compared to the location of the radar antennas.

Display driver 516 is configured to process data from processing electronics for use by display 512. While user interface 514 can be directly coupled to processing electronics 510 as illustrated, according to other exemplary embodiments, input received from user interface 514 can also be processed by display driver 516 for output to display 516. Display driver 516 can then communicate the received input to various other components. Display driver 516 can be any computer hardware and/or software that enables display 512 to communicate with and receive data from processing electronics 512 or other components.

Referring to FIG. 6, a method 600 is configured to determine a heading, velocity, and/or position of aircraft 100 using a navigation system (e.g., navigation system 400 or 500) according to an exemplary embodiment. A radar antenna of wing 102 (e.g., antenna 406 or 506) receives a first radar return (step 602) and a radar antenna of wing 104 (e.g., antenna 408 or 508) receives a second radar return (step 604). Processing electronics (e.g., processing electronics 410 or 510) determine a velocity of each wing based on the radar returns (step 606). The processing electronics then determine or calculate the heading, velocity, and/or position of the aircraft based on the determined wing velocities (step 608).

Referring to FIG. 7, a method 700 is configured to determine a heading, velocity, and/or position of aircraft 100 using a navigation system (e.g., navigation system 400 or 500) according to another exemplary embodiment. A radar antenna of wing 102 (e.g., antenna 406 or 506) receives a first radar return (step 702) and a radar antenna of wing 104 (e.g., antenna 408 or 508) receives a second radar return (step 704). Processing electronics (e.g., processing electronics 410 or 510) determine a velocity of each wing based on the radar returns (step 706). Global positioning device 520 (or the processing electronics using global position device 520) determines a position of aircraft 100 (step 708). The processing electronics determine or calculate the heading, velocity, and/or position of the aircraft based on the determined wing velocities from step 706 and the determined position of the aircraft at step 708 (step 710). A display (e.g., display 412 or 512) then shows the calculated heading, velocity, and/or position of aircraft 100.

Referring to FIG. 8, a method 800 is configured to determine a heading, velocity, and/or position of aircraft 100 using a navigation system (e.g., navigation system 400 or 500) according to another exemplary embodiment. Global positioning device 520 (or the processing electronics using global position device 520) determines a position of aircraft 100 (step 802). The processing electronics determine or update the heading, velocity, and/or position of the aircraft based on the position of the aircraft determined at step 802 (step 804) and a display (e.g., display 412 or 512) shows an indication of the updated heading, velocity, and/or position of the aircraft (step 806). A radar antenna of wing 102 (e.g., antenna 406 or 506) receives a first radar return (step 808) and a radar antenna of wing 104 (e.g., antenna 408 or 508) receives a second radar return (step 810). The processing electronics determine a velocity of each wing based on the radar returns (step 812) and update, correct, or override the heading, velocity, and/or position of the aircraft based on the determined wing velocities from step 812 (step 814). The display then shows the updated heading, velocity, and/or position of aircraft 100 at step 806. The processing electronics then determine whether it is time for a global positioning update (step 816). If it is not time for a global positioning update, the navigation system continues to update the heading, velocity, and/or position of the aircraft using radar returns to determine the wing velocity. If it is time for a global positioning device update, method 800 returns to step 802 to update the heading, velocity, and/or position using global positioning data. It is noted that alternatively, the processing electronics may poll the global positioning device at fixed intervals or between radar updates without checking to see if global positioning updates are available.

Referring to FIG. 9 a method 900 is configured to determine a heading, velocity, and/or position of aircraft 100 using a navigation system (e.g., navigation system 400 or 500) according to another exemplary embodiment. Processing electronics (e.g., processing electronics 410 or 510) receives an aircraft configuration (step 902), for example a center of gravity of aircraft 100, a landing gear position of aircraft 100, a position of radar antennas 506 and 508, and/or a position of a GPS antenna. The processing electronics determine or update the heading, velocity, and/or position of the aircraft based on the configuration information from step 902 and previous radar returns or global positioning updates (step 904). A display (e.g., display 412 or 512) shows an indication of the updated heading, velocity, and/or position of the aircraft (step 906). A radar antenna of wing 102 (e.g., antenna 406 or 506) receives a first radar return (step 908) and a radar antenna of wing 104 (e.g., antenna 408 or 508) receives a second radar return (step 910). The processing electronics determine a velocity of each wing based on the radar returns (step 912) and update, override, or correct the heading, velocity, and/or position of the aircraft based on the determined wing velocities from step 912 (step 914). The display then shows the updated heading, velocity, and/or position of aircraft 100 at step 806.

Furthermore, it should be appreciated that the specific sequences of processes shown in the embodiments of FIGS. 6-9 are by way of example only. For example, the methods may determine the heading, velocity, and/or position of the aircraft using radar returns, global positioning information, and aircraft configuration information. Furthermore, there may be no check for a global positioning update (step 816) but the system may simply poll the current data at fixed time periods. According to other exemplary embodiments, additional steps may be included or various steps can be omitted from the illustrated methods.

Referring to FIG. 10, a side view of aircraft 100 illustrates various radar returns and geometries that may be used to determine a velocity vector 1000 of wing 102 or wing 104. The wing speed is determined by Doppler shift in ground echoes or returns. Each individual ground patch echo has a Doppler value that is a function of the range and geometry of observation, the angle of elevation & azimuth with reference to the wing speed vector. For example, an angle 1002 between a radar pulse 1004 and wing velocity vector 1000. The Doppler value or frequency is generally equal to twice the measured velocity divided by the wavelength of the radar return at the frequency of operation. A ground patch echo from a given Range R, will have a velocity V given by V=V_wing×cos(elevation), where the elevation=arcsine (H/R) and H is the height of the radar.

Referring also to FIG. 11, navigation system 400 or 500 collects echoes from the radar antennas and classifies the echoes into a Range×Doppler Matrix (RDM) 1100. The number of echoes are summed by column. In a first pre-selection, the navigation system determines the N×Doppler values that totalize the greater number of echoes. Processing electronics 410 or 510 then performs a best fit algorithm between the measured RDM and the ground echoes theoretical signature to determine wing velocity 1000.

To estimate the wing velocity processing electronics 410 or 510 may execute a Recursive Least Square algorithm that estimates the wing velocity using the data measurements and adaptative time varying filtering to estimate the parameters at a specific time “n.” The parameters at time “n” are determined based on an estimation of time “n−1” and measured data at time “n”. Alternatively, a Bayesian estimation algorithm can be used to estimate the wing velocity.

The heading of aircraft 100 may be determined by comparing the wing velocities. If the wing velocities are the same, the aircraft is moving in a straight line or stationary. If the wing velocities are different, the aircraft is turning. The wing with the higher velocity is the outside wing of the turn (e.g., if left wing 102 is faster, the aircraft is turning right and vice versa). The position of the aircraft can be determined from a history of velocity and heading determinations from an initial starting position.

While the detailed drawings, specific examples, detailed algorithms, and particular configurations given describe preferred and exemplary embodiments, they serve the purpose of illustration only. The inventions disclosed are not limited to the specific forms shown. For example, the methods may be performed in any of a variety of sequence of steps or according to any of a variety of mathematical formulas. The hardware and software configurations shown and described may differ depending on the chosen performance characteristics and physical characteristics of the radar and processing devices. For example, the type of system components and their interconnections may differ. The systems and methods depicted and described are not limited to the precise details and conditions disclosed. The flow charts show preferred exemplary operations only. The specific data types and operations are shown in a non-limiting fashion. For example, the scope of the claims are intended to cover any technique that uses a selectable fractional aperture unless literally delineated from the claims. Furthermore, other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the exemplary embodiments without departing from the scope of the invention as expressed in the appended claims.