Aircraft movement limits for safe flight

Patent metadata

Field	Value
Publication number	US-10755587-B2
Application number	US-201816020765-A
Country	US
Kind code	B2
Filing date	Jun 27, 2018
Priority date	Dec 8, 2017
Publication date	Aug 25, 2020
Grant date	Aug 25, 2020

Abstract

A value for an aircraft movement limit is received where the aircraft movement limit is associated with a manned aircraft. The aircraft movement limit is automatically set to the value. A pilot instruction is received and a control signal for the aircraft is generated using the pilot instruction and the aircraft movement limit.

First claim

What is claimed is:

1. A system, comprising:
a processor; and
a memory coupled with the processor, wherein the memory is configured to provide the processor with instructions which when executed cause the processor to:
receive a value for an aircraft movement limit, wherein the aircraft movement limit is associated with a manned aircraft and includes at least one of: a position limit, a velocity limit, an altitude limit, an attitude limit, and a modeled repulsive force;
automatically set the aircraft movement limit to the value, wherein the value is associated with a region;
receive a pilot instruction; and
generate a control signal for the aircraft using the pilot instruction and the aircraft movement limit, wherein the control signal constrains the aircraft to stay above the region.

2. The system recited in claim 1 , wherein:
receiving the value for the aircraft movement limit includes receiving, from a base station, an instruction to set the aircraft movement limit, wherein the instruction includes an aircraft identifier and a specified value for the aircraft movement limit; and
setting the aircraft movement limit to the value includes:
deciding whether to obey the instruction, including by determining if the aircraft identifier matches an identifier associated with the aircraft; and
in response to deciding to obey the instruction, setting the aircraft movement limit to the specified value, wherein the aircraft movement limit is automatically set.

3. The system recited in claim 1 , wherein:
the value received for the aircraft movement limit is received from a base station; and
the base station selects the value, including by:
counting a plurality of aircraft in order to obtain a number of aircraft;
selecting, from a plurality of floorplans, a floorplan corresponding to the number of aircraft, wherein the floorplan includes a separate region over a body of water for each aircraft in the plurality of aircraft to fly over; and
assigning each aircraft in the plurality of aircraft to one of the regions in the floorplan.

4. The system recited in claim 1 , wherein the value is determined based at least in part on state information associated with the aircraft.

5. The system recited in claim 1 , wherein:
the aircraft movement limit includes the velocity limit; and
the value is determined based at least in part on state information associated with the aircraft, including by:
determining a distance along a desired direction of movement from the aircraft to a boundary, wherein the state information associated with the aircraft includes the distance; and
determining the value for the velocity limit based at least in part on the distance, wherein:
a first, lower value is determined for the velocity limit based at least in part on a first, closer distance; and
a second, higher value is determined for the velocity limit based at least in part on a second, farther distance.

6. The system recited in claim 1 , wherein:
the aircraft movement limit includes the velocity limit; and
the value is determined based at least in part on state information associated with the aircraft, including by:
determining whether a desired direction of movement would move the aircraft closer to or farther away from a second aircraft, wherein the state information associated with the aircraft includes the desired direction of movement;
in response to determining that the desired direction of movement would move the aircraft closer to the second aircraft, determining a first, lower value for the velocity limit; and
in response to determining that the desired direction of movement would move the aircraft farther away from the second aircraft, determining a second, higher value for the velocity limit.

7. The system recited in claim 1 , wherein:
the aircraft movement limit includes the velocity limit; and
the value is determined based at least in part on state information associated with the aircraft, including by:
determining whether a desired direction of movement would move the aircraft closer to or farther away from a second aircraft, wherein the state information associated with the aircraft includes the desired direction of movement;
determining a distance between the aircraft and the second aircraft;
comparing the distance to a distance threshold;
in response to determining that (1) the desired direction of movement would move the aircraft closer to the second aircraft and (2) the distance does not exceed the distance threshold, determining a first, lower value for the velocity limit; and
in response to determining that (1) the desired direction of movement would move the aircraft farther away from the second aircraft and (2) the distance does not exceed the distance threshold, determining a second, higher value for the velocity limit.

8. The system recited in claim 1 , wherein:
the aircraft movement limit includes the modeled repulsive force;
the value for the modeled repulsive force is determined based at least in part on state information associated with the aircraft, including by:
determining a distance between the aircraft and a second aircraft, wherein the state information associated with the aircraft includes the distance; and
determining the value for the modeled repulsive force based at least in part on the distance; and

generating the control signal includes modeling repulsion between the aircraft and the second aircraft based at least in part on the modeled repulsive force.

9. The system recited in claim 1 , wherein:
the aircraft movement limit includes the modeled repulsive force;
the value for the modeled repulsive force is determined based at least in part on state information associated with the aircraft, including by:
determining a distance between the aircraft and a second aircraft, wherein the state information associated with the aircraft includes the distance; and
determining the value for the modeled repulsive force based at least in part on the distance; and

generating the control signal includes modeling repulsion between the aircraft and the second aircraft based at least in part on the modeled repulsive force, wherein the control signal causes the aircraft to come to a stop and subsequently move away from the second aircraft in response to an input device of the aircraft returning to a neutral position after being in a position associated with the aircraft flying towards the second aircraft.

10. The system recited in claim 1 , wherein:
the aircraft movement limit includes the modeled repulsive force;
the value for the modeled repulsive force is determined based at least in part on state information associated with the aircraft, including by:
determining a distance between the aircraft and a second aircraft, wherein the state information associated with the aircraft includes the distance; and
determining the value for the modeled repulsive force based at least in part on the distance; and

generating the control signal includes modeling repulsion between the aircraft and the second aircraft based at least in part on the modeled repulsive force, wherein an amount of displacement by an input device of the aircraft in order for the aircraft to hover in-place varies based at least in part on the modeled repulsive force.

11. The system recited in claim 1 , wherein:
the aircraft movement limit includes the velocity limit; and
the value is determined based at least in part on state information associated with the aircraft, including by:
determining an altitude associated with the aircraft, wherein the state information associated with the aircraft includes the altitude; and
determining a value for the velocity limit based at le

Assignees

• Kitty Hawk Corp

Inventors

• Cutler Mark Johnson
• Selwa Alexander David

Classifications

• G08G5/727

  from a ground station · CPC title

• G08G5/59

  in accordance with predefined flight zones, e.g. to avoid prohibited zones · CPC title

• G08G5/55

  for a single aircraft · CPC title

• G08G5/54

  for approach or landing · CPC title

• G08G5/52

  for take-off · CPC title