WO2001002875A2 - System and method for locating and maintaining objects in free space - Google Patents
System and method for locating and maintaining objects in free space Download PDFInfo
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- WO2001002875A2 WO2001002875A2 PCT/US2000/016720 US0016720W WO0102875A2 WO 2001002875 A2 WO2001002875 A2 WO 2001002875A2 US 0016720 W US0016720 W US 0016720W WO 0102875 A2 WO0102875 A2 WO 0102875A2
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
- G01S17/02—Systems using the reflection of electromagnetic waves other than radio waves
- G01S17/06—Systems determining position data of a target
- G01S17/42—Simultaneous measurement of distance and other co-ordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D39/00—Refuelling during flight
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/13—Receivers
- G01S19/14—Receivers specially adapted for specific applications
- G01S19/18—Military applications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
- G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
- G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
- G01S19/42—Determining position
- G01S19/51—Relative positioning
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
- G01S5/0009—Transmission of position information to remote stations
- G01S5/0072—Transmission between mobile stations, e.g. anti-collision systems
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/003—Transmission of data between radar, sonar or lidar systems and remote stations
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
- G01S17/88—Lidar systems specially adapted for specific applications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
- G01S17/88—Lidar systems specially adapted for specific applications
- G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
- G01S17/933—Lidar systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft
Abstract
A system and method for locating and maintaining two bodies in space. In a first broad aspect of the present invention, laser radar (LADAR) is implemented to determine the distance between the two bodies. Computer controlled navigation on board either body may use the information provided by the LADAR to achieve and maintain the two bodies at a desired distance. A second broad aspect of the present invention, pseudo-relative GPS data may be used as a navigational tool. Based on the displacement of the two bodies, digital radio transmits the displacement data as well as GPS data from one transmitting body to a receiving body. This enables the use of the pseudo-relative GPS data as a navigational tool for the receiving body.
Description
SYSTEM AND METHOD FOR LOCATING AND MAINTAINING OBJECTS IN FREE SPACE
TECHNICAL FIELD OF THE INVENTION
The present invention relates generally to locating and maintaining objects in free space, and more particularly to systems and methods for locating and maintaining objects in free space using laser radar (LADAR) and pseudo-relative GPS.
BACKGROUND OF THE INVENTION
It is often difficult to maintain two or more in-flight aircraft in close proximity. Locating the precise location of two aircraft in relation to each other and performing subsequent interactive maneuvers is a formidable task. Both formation flying and mid-air refueling pose a serious risk to the crew members involved.
Currently, various means are employed to aid flight crews in locating neighboring aircraft deployed for interactive tasks. Global Position Systems (GPS), radar, and Satellite Communications (SATCOM) are available to aid the aircraft pilots in locating position coordinates. These coordinates can be relayed to neighboring aircraft involved in interactive maneuvers. Unfortunately, GPS, radar, and SATCOM are susceptible to jamming and accuracy can be severely degraded or eliminated in the event that the aircraft are in a hostile environment. Also, the accuracy of GPS is limited to the meter range. For tasks such as refueling this inherent error in GPS can be significant .
It is a well established procedure to refuel aircraft in flight. The refueling procedure takes place between a tanker aircraft and a receiving aircraft under various conditions. Generally, mid-air refueling involves the use of a fuel line in the form of a boom extending downwards and away from the tanker aircraft. The boom can be controlled from within the tanker to aid in coupling
it to the receiving aircraft. A coupling mechanism can connect the boom to a refuel receptacle on the receiving aircraft. Prior to establishing a suitable position for receiving fuel from the tanker, the receiving aircraft must first locate the tanker by employing radar, GPS, and/or SATCOM. Once the tanker is located, the receiving aircraft must then assume and maintain a position immediately behind and below the tanker within the 'refueling envelope'. The 'refueling envelope' is defined as the volume of space behind the tanker within which the refueling boom can physically be maneuvered. Ordinarily, the receiver aircraft must rely on visual contact with the tanker from a point of several hundred yards to properly position the aircraft within the 'refueling envelope' . The boom operator and receiving aircraft pilot are required to quickly, yet precisely, couple and maintain the tanker and receiving aircraft during refueling. This task becomes even more difficult during night refueling when excess light is used to flood the fuel receptacle on the receiving aircraft. Often this excess light reflects off the polished surface of the boom, as well as the fuselage and fuel receptacle of the receiving aircraft. The resulting glare may confuse the boom operator and increase the risk of error. Ultimately, mid-air refueling is a difficult task.
Whether during daylight hours or nighttime serious risks are involved.
In addition to the risks involved in mid-air refueling, there are serious risks involved in formation flying. Any small error in judgment can result in a catastrophe. Presently, pilots rely on various methods to determine the exact location of their aircraft in relation to the earth and additional aircraft. As stated previously these methods include GPS, SATCOM, radar and visual perception. Radar, GPS, and SATCOM are susceptible to jamming and therefore are not robust under hostile conditions. Correct visual perception can be altered under conditions of stress, inclement weather, and nighttime flying. Consequently, the inherent risks in formation flying are serious.
The risks involved in mid-air refueling and formation flying are great. In either case, error may result in great human and financial losses . Although existing methods of positioning aircraft relative to other aircraft aid pilots immensely, they are insufficient under certain conditions. Consequently, there is a great deal of stress placed on the pilots and operators to perform without error. Therefore, it is extremely desirable to provide additional methods that aid pilots in positioning and maneuvering during refueling or formation flying. It is advantageous if these methods are successful during nighttime hours, inclement weather conditions, and hostile environments.
SUMMARY OF THE INVENTION
The present invention provides a system and method for precisely locating and maintaining two bodies in space that substantially eliminates or reduces disadvantages and problems associated with previously developed systems and methods used for precisely locating and maintaining two bodies in space.
More specifically, a first broad aspect of the present invention provides a method for locating a first body with reference to at least one second body in free space. The system for locating and maintaining objects in free space includes determining the distance between a reference point on the first body and at least one reference point on at least one second body using laser radar (LADAR) . The method further includes maintaining the desired distance between the first body and at least one second body. This desired distance is achieved by translating the first body or the at least one second body. An additional embodiment of the first broad aspect of the present invention includes the case in which the first body is a tanker aircraft and the at least one second body is a receiving aircraft to be refueled. The tanker may include a boom which is used to interface with a fuel receptacle on the receiving aircraft.
An additional embodiment of the first broad aspect of the present invention further comprises the case where the first body is a lead aircraft and the at least one
second aircraft is at least one aircraft flying in formation relative to the lead aircraft.
A second broad aspect of the present invention provides a method for locating a first body with reference to at least one second body in free space. This method further comprises determining the vector between the first body and at least one second body. In addition, this method includes a pseudo-relative GPS system to achieve and maintain the desired distance between the first body and at least one second body. This desired distance is achieved and maintained by translating the first body or the at least one second body.
An additional embodiment of the second broad aspect of the present invention includes the case where the first body is a tanker aircraft and the at least one second body is an aircraft to be refueled. The tanker aircraft further comprises a boom which is used to interface with a fuel receptacle on the receiving aircraft.
Another embodiment of the second broad aspect of the present invention includes the situation in which the first body is a lead aircraft in a formation and the at least one second body is at least one aircraft being guided by the lead aircraft in the formation.
Still another embodiment of the third broad aspect of the present invention includes the case in which the first body is an aircraft and the second body is a ground
target. A third body enables precise location of the target and transmits the information to the first body.
One technical advantage of the present invention is that it is stealthy. The laser technology being implemented emits extremely low energy radiation. This low energy radiation is not detectable by detection equipment on other aircraft or on the ground.
Another technical advantage of the present invention is that it is eye-safe. In other words, the power level of the laser is extremely low and is not harmful to the human eye. This is particularly important for refueling situations where the pilot may be exposed to the laser from the tanker plane .
Still yet another technical advantage of the present invention is that the pseudo-relative GPS system is not jammable. Pseudo-relative GPS implements encrypted digital data and frequency hopping which is not jammable.
Another technical advantage is that the laser technology is extremely precise down to centimeters and it can be continuously updated. Due to its precision, this allows for quick refueling of aircraft which, in turn, results in reduced cost.
Yet another technical advantage of the present invention is quick and accurate location of a ground target. Precision targeting reduces the potential for unwanted collateral damage, as well as the costs associated with retargeting due to errors.
Most importantly, the present invention provides a safer solution than the prior art methods for mid-air refueling of aircraft and formation flying. This reduces the risk of an accident which in turn reduces potential human and monetary losses.
BRIEF DESCRIPTION OF THE DRAWINGS
For a more complete understanding of the present invention and the advantages thereof, reference is now made to the following description taken in conjunction with the accompanying drawings in which like reference numerals indicate like features and wherein:
FIGURE 1 is one embodiment of the first broad aspect of the present invention;
FIGURE 2 is another embodiment of the first broad aspect of the present invention;
FIGURE 3 is one embodiment of the second broad aspect of the present invention;
FIGURE 4 is another embodiment of the second broad aspect of the present invention; FIGURE 5 is another embodiment of the second broad aspect of the present invention in which the first body;
FIGURE 6 is another embodiment of the second broad aspect of the present invention; and
FIGURE 7 is another embodiment of the second broad aspect of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention are illustrated in the FIGURES, like numerals being used to refer to like and corresponding parts of the various drawings .
The present invention provides a system and method for locating and maintaining two bodies in space. In a first broad aspect of the present invention, laser radar (LADAR) is implemented to determine the distance between the two bodies. Computer controlled navigation on board either body may use the information provided by the LADAR to achieve and maintain the two bodies at a desired distance.
In a second broad aspect of the present invention, pseudo-relative GPS data may be used as a navigational tool. Based on the displacement of the two bodies, digital radio transmits the displacement data as well as GPS data from one transmitting body to a receiving body. This enables the use of the pseudo-relative GPS data as a navigational tool for the receiving body.
FIGURE 1 represents an embodiment of the first broad aspect of the present invention. In FIGURE 1, a receiving aircraft 20 is to be refueled by a tanker 10. The tanker 10 may include a fuel line 14 with a drogue 16 that interfaces with a probe 18 on the receiving aircraft 20. The probe 18 is a fuel receptacle. LADAR 12 may be on board the tanker 10. The LADAR 12 determines the range difference between the tanker drogue 16 and the
receiving aircraft probe 18 by image returns from laser reflection. The distance between the drogue 16 and the probe 18 is labeled as R3 in FIGURE 1. The range difference R3 may be determined by laser reflective markings 22, 24 previously established on the drogue 16 and probe 18 or by images stored in a memory data bank in the LADAR unit 12. The laser reflecting material 22, 24 may be marked at an established offset point so that it will always be visible by the LADAR 12 when the probe 18 and drogue 16 are approaching one another. The distance between the LADAR 12 and the probe 18 is denoted as R2 on FIGURE 1, while the distance between the LADAR 12 and the drogue 16 is denoted as Rx. The LADAR 12 uses the vectors Rλ and R2 for the drogue 16 and probe 18 to arrive at the connecting range R3. The LADAR 12 may provide the vectors R1 and R2 to on-board software on the tanker 10 such that the drogue 16 can be controlled and guided to the probe 18. Alternatively, the tanker 10 may communicate vector data R-L and R2 to on-board software on the receiving aircraft 20 so that the drogue 16 may be kept stationary while the probe 18 is guided to the drogue 16. This communication may be performed via a pseudo-relative GPS system. A pseudo-relative GPS system may include on-board digital radios, computer-controlled navigation equipment, and a GPS. Once the probe 18 and the drogue
16 interface, the tanker 10 can commence refueling of the receiving aircraft 20.
FIGURE 2 represents a second embodiment of the first broad aspect of the present invention. A lead aircraft 26 may be equipped with LADAR 12 can determine the range between the lead aircraft 26 and one or more subordinate aircraft 28 flying in formation. The ranges are denoted as R1,R2...,RN in FIGURE 2. The subordinate aircraft 28 may or may not have a reflective material that enhances the laser reflection sensed by the LADAR 12. The range information can be processed by software on board the lead aircraft 26 so that the lead aircraft 26 can alter its position relative to the subordinate aircraft 28. Alternatively, the range information and coordinate and speed information for the lead aircraft 26 may be transmitted to the subordinate aircraft 28. This communication may be performed by implementing a pseudo- relative GPS system. In turn, the subordinate aircraft 28 can change or maintain its position relative to the lead aircraft 26 based on the information transmitted by the lead aircraft 26. FIGURE 3 represents one embodiment of the second broad aspect of the present invention in which pseudo- relative GPS is used to refuel an aircraft 20 by a tanker 10. The aircraft 20 may require the following on-board equipment : a LADAR that contains any USA or other refueling tanker's perpendicular tailplane image profile in its memory and that is capable of doing ranging, a digital radio that is interfaced digitally with navigation software, and a GPS that is also linked
digitally to the navigation software. The tanker 10 may also be GPS capable and carry a digital radio. These systems may be linked digitally with the tanker's navigation system. The receiving aircraft 20 may approach the tanker 10 at approximately one nautical mile behind the tanker 10 using GPS or using ground direction. The aircraft 20 may implement the LADAR and then use the LADAR to fly to the tanker's perpendicular tailplane position. The aircraft 20 can then determine the exact range, labeled as "D" in FIGURE 1, to the tanker's tailplane using the LADAR. Next, the aircraft 20 can relate the range "D" information to the tanker 10 using the digital radio on board the aircraft 20. The tanker 10 can communicate back to the aircraft 20 at a 25 Hz rate with the tanker's GPS data merged with the range "D" information provided by the aircraft 20. This merged information is the pseudo-relative GPS data 32. The pseudo-relative GPS data 32 may include X,Y,Z coordinates of the tanker 10, distance "D" between tanker 10 and aircraft 20, velocity of the tanker 10, and current time. The pseudo-relative GPS data 32 may change dynamically and is refreshed at a 25 Hz rate. This pseudo-relative GPS data 32 may become the receiving aircraft's GPS and navigation aid data. The tanker 10 may continue to transmit the digital pseudo-relative GPS 32 at a 25 Hz rate to the aircraft 20 and to monitor the aircraft's position. The tanker 10 may guide the aircraft 20 to either a drogue or a boom
for refueling, or to other positions relative to the tanker 10.
FIGURE 4 represents another embodiment of the second broad aspect of the present invention. This embodiment includes a lead aircraft 26 with at least one subordinate aircraft 28 flying in formation. The subordinate aircraft 28 may have the following on-board equipment: a LADAR that contains any USA or other lead aircraft's perpendicular tail image profile in memory, a digital radio that may be interfaced digitally with navigation software, and a GPS that is also linked with navigation software. The lead aircraft 26 may also contain GPS data and a digital radio which may be linked with the lead's navigational software. The subordinate aircraft 28 may approach the lead aircraft 26 at approximately one nautical mile behind the lead aircraft 26. The subordinate aircraft 28 may implement LADAR to determine the range between the lead aircraft 26 and the subordinate aircraft 28. These ranges are labeled as Rl f R2, and RN on FIGURE 4. The subordinate aircraft 28 may implement digital radio to transmit the ranges to the lead aircraft 26. The lead aircraft 26, in turn, may merge the range data with the GPS data of the lead aircraft 26 and transmit this back to the subordinate aircraft 28 via digital radio. This data, the pseudo-relative GPS data 32, can then be used by the subordinate aircraft 28 as GPS data for navigation.
FIGURE 5 represents another embodiment of the second broad aspect of the present invention. The tanker 10 may possess LADAR which determines the relative position of the aircraft 20 by obtaining the range "R" between the two aircraft via laser reflection. In this process, the tanker's GPS coordinates (X,Y,Z) may be added to the range vector "R" to arrive at the relative position of the aircraft 20. This pseudo-relative GPS data (X',Y',Z',R) is then transmitted to the aircraft 20 via digital radio on board the tanker 10. This pseudo- relative GPS data 32 can be used as GPS data for navigation for the aircraft 20.
FIGURE 6 represents another embodiment of the second broad aspect of the present invention. A lead aircraft 26 may include LADAR 12 which determines the relative position of one or more subordinate aircraft 28 by obtaining the ranges R1,R2,...RN between the subordinate aircraft 28 and the lead aircraft 26. The lead aircraft's GPS coordinates (X,Y,Z) are added to the range vectors R1,E2, ...RN to arrive at the relative positions of the subordinate aircraft 28. These relative positions, pseudo-relative GPS data 32, may be transmitted to each subordinate aircraft 28 via digital radio on board the lead aircraft 26. The pseudo-relative GPS data 32 can be used as GPS data for navigational purposes for each of the subordinate aircraft 28.
FIGURE 7 represents another embodiment of the second broad aspect of the present invention. This embodiment
may consist of three bodies: a first body represented as the aircraft 34, a second body represented as a target 36, and a third body represented as a ground figure 38. The ground figure 38 may possess LADAR 12, as well as a digital radio and known GPS coordinates. The ground figure 38 may approach the target 36 within approximately one mile. The ground figure may implement the LADAR 12 to determine the range "R" between the ground figure 38 and the target 36. Via a digital radio, the ground figure 38 can transmit "R" along with the figure's GPS data 40 to the first body 34. An on-board digital radio of the aircraft may pass the pseudo-relative GPS data 42 to the on-board navigational software. The software, in turn, can determine the range "D" between the aircraft 34 and the target 36 from the pseudo-relative GPS data 42.
The range D can then be used in conjunction with on-board computer-controlled navigation and targeting equipment to enable the aircraft 34 to perform precise bombing of ground target 36. An important technical advantage of the present invention is that it is stealthy. The LADAR 12 being implemented emits extremely low energy radiation and after a distance of approximately one mile this energy is absorbed by the atmosphere and can no longer be detected. Therefore the LADAR 12 does not increase the danger of detection from ground equipment or other aircraft .
Another technical advantage provided by the present invention is that it is eye-safe. As discussed above,
the power level of the laser included in the LADAR equipment 12 is extremely low. At this energy level, the laser is not harmful to the human eye. This is particularly important for situations of refueling where a pilot on a refueling aircraft 20 may be exposed to the laser from the tanker plane 10.
Still yet another technical advantage of the present invention is that the pseudo-relative GPS system is not jammable. Pseudo-relative GPS implements encrypted digital data and frequency hopping. Therefore, when a first body 10, 26 is transmitting and receiving data from a second body 20, 28 the data 32 can be retained during transmission and not distorted or altered by large broadband noise signals used to jam aircraft communications in a hostile environment.
Another technical advantage is that the LADAR 12 provides a technology that is precise down to centimeters. This, in turn, reduces the dangers and costs associated with mid-air refueling and formation flying. This precision allows for a more accurate location and control of a tanker drogue 16 and a receiving probe 18 when trying to refuel an aircraft 20. The addition of reflective material 22, 24 can enhance laser reflection to the LADAR 12. Continuously updating the LADAR data at a rate of 25 Hz enables computer controlled navigation systems on board the tanker 10 and the receiving aircraft 20 to continuously control their movement relative to each other. The precision of the
LADAR 12 and the computer controlled navigation system of the tanker 10 and receiving aircraft 20, reduces the risk of errors associated with pilot and operator control of mid-air refueling. Consequently, the reduced risk associated with the LADAR system reduces the potential cost associated with mid-air refueling. The same argument can be stated for formation flying. The reduced risk to the lead aircraft 26 and subordinate aircraft 28 due to the precise LADAR system 12 and computer controlled navigation results in potentially reduced losses associated with aircraft collisions.
Yet another technical advantage of the present invention is the use of the LADAR 12 to perform more precise bombing of ground targets 36. The LADAR 12 enables the ground figure 38 to transmit the location data 42 to the aircraft 34. Although the ground figure 38 needs to be within approximately one mile of the target 36, the aircraft 34 needs only to be within range of the ground figure's digital radio. Thus, the aircraft 34 may fly further from ground fire or detection, yet still aid ground forces in the task of strategic bombing.
The use of LADAR for locating and targeting a ground object also provides the advantage of reduced probability of collateral damage associated with such activities.
Due to the precise nature of LADAR (within centimeters) and the anti-jammable techniques of pseudo-relative GPS, the system provides an accurate and robust method to bomb
strategic targets and to minimize the risk of unwanted, collateral damage.
Overall, the present invention provides a safer solution than the prior art methods for mid-air refueling of aircraft and formation flying. The reduced risk associated with the solution also reduces potential costs. In addition, the present invention provides a method for precise bombing of strategic targets while reducing the risk of damage to the aircraft and the risk of unwanted collateral damage.
Although the present invention has been described in detail, it should be understood that various changes, substitutions and alterations can be made hereto without departing from the spirit and scope of the invention as described by the appended claims.
Claims
1. A method for locating a first body with reference to at least one second body in free space comprising the steps of: determining at least one vector between a first reference point on said first body and at least one second reference point on said at least one second body; and achieving and maintaining a desired distance between said first body and said at least one second body based on said at least one vector between said first reference point and said at least one second reference point, said at least one vector between said first reference point and said at least one second reference point is determined by a laser reflection.
2. The method of Claim 1, wherein said first body is a tanker aircraft and said at least one second body is an aircraft to be refueled.
3. The method of Claim 2, wherein said first reference point is a tanker drogue and said at least one second reference point is a refueling probe.
4. The method of Claim 3, wherein said first reference point and said at least one second reference point further comprise laser reflecting materials.
5. The method of Claim 4, wherein said laser reflecting materials are marked at an established offset point so that said laser reflecting materials are visible to a laser receiver on said first body.
6. The method of Claim 1, wherein said at least one second reference point is a laser reflecting material .
7. The method of Claim 6, wherein said laser reflecting material is marked at an established reference point so that said laser reflecting material is visible to first body.
8. The method of Claim 1, wherein the step of achieving and maintaining said desired distance of said first body and said at least one second body further comprises maintaining a constant velocity and direction for said first body.
9. The method of Claim 1, wherein the step of achieving and maintaining said desired distance of said first body and said at least one second body further comprises maintaining a constant velocity and direction for said at least one second body.
10. The method of Claim 1, wherein the step of determining said at least one vector between said first reference point on said first body and said at least one second reference point on said at least one second body is repeated at a rate of 25 Hz.
11. The method of Claim 1, wherein said first body is a lead aircraft and said second body is a plurality of aircraft flying in formation relative to said lead aircraft .
12. The method of Claim 11, wherein said at least one second reference point is a laser reflecting material .
13. The method of Claim 1, further comprising implementing a pseudo-relative GPS system, said pseudo- relative GPS system comprising a digital radio on board said first body, a digital radio on board said at least one second body, computer-controlled navigation equipment on board said first body, and computer-controlled navigation equipment on board said at least one second body.
14. A system for locating a first body with reference to at least one second body in free space comprising the steps of: a laser radar system on said first body for determining at least one vector between a first reference point on said first body and at least one second reference point on said at least one second body; and a computer controlled navigation system on board said first body and a computer controlled navigation system on board said at least one second body for achieving and maintaining a desired distance between said first body and said at least one second body based on said at least one vector between said first reference point and said at least one second reference point, said at least one vector between said first reference point and said at least one second reference point is determined by a laser reflection.
15. The system of Claim 14, wherein said first body is a tanker aircraft and said at least one second body is an aircraft to be refueled.
16. The system of Claim 15, wherein said first reference point is a tanker drogue and said at least one second reference point is a refueling probe.
17. The system of Claim 16, wherein said first reference point and said at least one second reference point further comprise laser reflecting materials.
18. The system of Claim 17, wherein said laser reflecting materials are marked at an established offset point so that said laser reflecting materials are visible to a laser receiver on said first body.
19. The system of Claim 14, wherein said at least one second reference point is a laser reflecting material .
20. The system of Claim 19, wherein said laser reflecting material is marked at an established reference point so that said laser reflecting material is visible to first body.
21. The system of Claim 14, wherein said computer controlled navigation system on board said first body maintains a constant speed and velocity for said first body while said computer controlled navigation system on said at least one second body translates said at least one second body to achieve said desired distance.
22. The system of Claim 14, wherein said computer controlled navigation system on board said at least one second body maintains a constant speed and velocity for said at least one second body while said computer controlled navigation system on said first body translates said first body to achieve said desired distance .
23. The system of Claim 14, wherein determining said at least one vector between said first reference point on said first body and said at least one second reference point on said at least one second body is repeated at a rate of 25 Hz.
24. The system of Claim 12, wherein said first body is a lead aircraft and said second body is a plurality of aircraft flying in formation relative to said lead aircraft.
25. The system of Claim 24, wherein said at least one second reference point is a laser reflecting material .
26. The system of Claim 12, further comprising a pseudo-relative GPS system, said pseudo-relative GPS system further comprising a digital radio on board said first body and a digital radio on board said at least one second body.
27. A method for locating a first body with reference to at least one second body in free space comprising the steps of: determining at least one vector between said first reference point on said first body and at least one second reference point on said at least one second body; and achieving and maintaining through use of a pseudo- relative GPS system a desired distance between said first body and said at least one second body based on said at least one vector between said first reference point and said at least one second reference point.
28. The method of Claim 27, wherein said first body is a tanker aircraft and said at least one second body is an aircraft to be refueled.
29. The method of Claim 28, wherein said aircraft to be refueled has a perpendicular tail image profile of said tanker.
30. The method of Claim 29, wherein said aircraft to be refueled: approaches said tanker at approximately one nautical mile behind said tanker using GPS or ground direction; implements laser reflection to determine a distance between said aircraft and said tanker; transmits said distance to said tanker using a digital radio on board said aircraft; receives from a digital radio on board said tanker pseudo-relative GPS data for said tanker comprising GPS data of said tanker merged with said distance; and joins said tanker for refueling base on said pseudo- relative GPS data.
31. The method of Claim 30, wherein said pseudo- relative GPS data is updated at a rate of 25 Hz.
32. The method of Claim 27, wherein said first body is a lead aircraft and said at least one second body is at least one aircraft to be guided.
33. The method of Claim 32, wherein said at least one aircraft to be guided has a perpendicular tail image profile of said lead aircraft.
34. The method of Claim 32, wherein said at least one aircraft to be guided: approaches said lead aircraft at approximately one nautical mile behind said lead aircraft using GPS or ground direction; implements laser reflection to determine a distance between said at least one aircraft and said lead aircraft; transmits repeatedly said distance to said lead aircraft using a digital radio on board said at least one aircraft; receives from a digital radio on board said lead aircraft pseudo-relative GPS data comprising GPS data of said lead aircraft merged with said distance; and follows said lead aircraft for guidance based on said pseudo-relative GPS data.
35. The method of Claim 34, wherein said pseudo- relative GPS data is updated at a rate of 25 Hz.
36. The method of Claim 27, wherein the step of achieving and maintaining said desired distance of said first body and said at least second body further comprises maintaining a constant velocity and direction for said first body.
37. The method of Claim 27, wherein the step of achieving and maintaining said desired distance of said first body and said at least one second body further comprises maintaining a constant velocity and direction for said at least one second body.
38. The method of Claim 27, wherein the steps of achieving and maintaining further comprise: employing a laser technology on said first body to determine said at least one vector between said first body and said at least one second body; adding GPS coordinates of said first body to said at least one second body to calculate a pseudo-relative GPS data for said at least one second body; and transmitting repeatedly said pseudo-relative GPS data to said at least one second body, said pseudo- relative GPS data is then used as GPS data for navigating said at least one second body.
39. The method of Claim 38, wherein said pseudo- relative GPS is updated at a rate of 25 Hz.
40. The method of Claim 38, wherein said first body is a lead aircraft and said at least one second body is at least one aircraft to be guided.
41. The method of Claim 27, further comprising a third body with a third reference point wherein determining at least one vector between said first reference point and said at least one second reference point further comprises: employing laser technology by said third body to determine at least one third vector between said third reference point and at least one second reference point; adding said at least one third vector to GPS data of said third body to calculate pseudo-relative GPS data for said at least one second body; and transmitting said pseudo-relative GPS data by digital radio from said third body to said first body.
42. The method of Claim 41, wherein the distance between said third body and said at least one second body is approximately one mile or less.
43. The method of Claim 41, wherein said at least one vector between said first body and said at least one second body is determined using said pseudo-relative GPS data transmitted by said third body.
44. The method of Claim 43, wherein said first body is a bombing aircraft and said at least one second body is a target to be bombed.
45. The method of Claim 27, wherein the pseudo- relative GPS system further comprises a digital radio on board said first body, a digital radio on board said at least one second body, computer-controlled navigation equipment on board said first body, and computer- controlled navigation equipment on board said at least one second body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU11863/01A AU1186301A (en) | 1999-06-21 | 2000-06-19 | System and method for locating and maintaining objects in free space |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US33739499A | 1999-06-21 | 1999-06-21 | |
| US09/337,394 | 1999-06-21 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| WO2001002875A2 true WO2001002875A2 (en) | 2001-01-11 |
| WO2001002875A3 WO2001002875A3 (en) | 2001-05-03 |
Family
ID=23320390
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/US2000/016720 WO2001002875A2 (en) | 1999-06-21 | 2000-06-19 | System and method for locating and maintaining objects in free space |
Country Status (2)
| Country | Link |
|---|---|
| AU (1) | AU1186301A (en) |
| WO (1) | WO2001002875A2 (en) |
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| FR2825815A1 (en) * | 2001-06-08 | 2002-12-13 | Thales Sa | Planning of an optimized refueling schedule for aircraft of different types with different remaining ranges so that the refueling plan is optimized to minimize the number of double refueling processes to be undertaken |
| ITTV20090116A1 (en) * | 2009-06-04 | 2010-12-05 | Galileo Avionica Spa | SUPPLYING SUPPLY SYSTEM IN FLIGHT |
| EP2363731A1 (en) * | 2010-02-25 | 2011-09-07 | Hitachi Ltd. | Location estimation system |
| JP2013173523A (en) * | 2012-02-27 | 2013-09-05 | Ge Aviation Systems Llc | Method for formation flying aided by relative navigation system |
| EP2933656A1 (en) * | 2014-04-14 | 2015-10-21 | The Boeing Company | Aerial positioning systems and methods |
| ES2584231A1 (en) * | 2015-10-09 | 2016-09-26 | Defensya Ingeniería Internacional, S.L. | System locating the end of the boom, the mouth of the receptacle of repostage and the tanker (Machine-translation by Google Translate, not legally binding) |
| EP3093241A1 (en) * | 2015-05-11 | 2016-11-16 | BAE Systems PLC | Aircraft coupling method and system |
| ES2603430A1 (en) * | 2016-04-18 | 2017-02-27 | Defensya Ingeniería Internacional, S.L. | System of detection and procedure of contact of tip of the flying bottle and mouth of the receptacle for operations of air refresh with bottle (Machine-translation by Google Translate, not legally binding) |
| US10732648B2 (en) | 2015-05-11 | 2020-08-04 | Bae Systems Plc | Aircraft coupling method and system |
| CN114543664A (en) * | 2021-12-30 | 2022-05-27 | 中国航空工业集团公司沈阳飞机设计研究所 | Oil filling taper sleeve positioning method and device based on laser scanning |
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| FR2825815A1 (en) * | 2001-06-08 | 2002-12-13 | Thales Sa | Planning of an optimized refueling schedule for aircraft of different types with different remaining ranges so that the refueling plan is optimized to minimize the number of double refueling processes to be undertaken |
| WO2002101685A1 (en) * | 2001-06-08 | 2002-12-19 | Thales | Method for managing in-flight refuelling of a fleet of aircraft |
| US6832743B2 (en) | 2001-06-08 | 2004-12-21 | Thales | Method for managing in-flight refuelling of a fleet of aircraft |
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| EP2266879A1 (en) * | 2009-06-04 | 2010-12-29 | SELEX Galileo S.p.A. | Assisted in-flight refuelling system |
| US9334062B2 (en) | 2009-06-04 | 2016-05-10 | Selex Galileo S.P.A. | Assisted in-flight refuelling system |
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| JP2015202860A (en) * | 2014-04-14 | 2015-11-16 | ザ・ボーイング・カンパニーＴｈｅＢｏｅｉｎｇ Ｃｏｍｐａｎｙ | Aerial positioning systems and methods |
| EP2933656A1 (en) * | 2014-04-14 | 2015-10-21 | The Boeing Company | Aerial positioning systems and methods |
| US9933521B2 (en) | 2014-04-14 | 2018-04-03 | The Boeing Company | Aerial positioning systems and methods |
| EP3093241A1 (en) * | 2015-05-11 | 2016-11-16 | BAE Systems PLC | Aircraft coupling method and system |
| US10732648B2 (en) | 2015-05-11 | 2020-08-04 | Bae Systems Plc | Aircraft coupling method and system |
| ES2584231A1 (en) * | 2015-10-09 | 2016-09-26 | Defensya Ingeniería Internacional, S.L. | System locating the end of the boom, the mouth of the receptacle of repostage and the tanker (Machine-translation by Google Translate, not legally binding) |
| WO2017051057A1 (en) * | 2015-10-09 | 2017-03-30 | Defensya Ingeniería Internacional, S.L. | System for locating the position of the end of the boom, the mouth of the refuelling vessel and the tanker |
| US11414207B2 (en) | 2015-10-09 | 2022-08-16 | Defensya Ingeniería Internacional, S.L. | System for locating the position of the end of the boom, the mouth of the refuelling vessel and the tanker |
| ES2603430A1 (en) * | 2016-04-18 | 2017-02-27 | Defensya Ingeniería Internacional, S.L. | System of detection and procedure of contact of tip of the flying bottle and mouth of the receptacle for operations of air refresh with bottle (Machine-translation by Google Translate, not legally binding) |
| WO2017182686A1 (en) * | 2016-04-18 | 2017-10-26 | Defensya Ingeniería Internacional, S.L. | Detection system and method for making contact between the tip of a flying boom and the mouth of a receptacle for aerial refuelling operations with a boom |
| US11034462B2 (en) | 2016-04-18 | 2021-06-15 | Defensya Ingeniería Internacional, S.L. | Detection system and method for making contact between the tip of a flying boom and the mouth of a receptacle for aerial refuelling operations with a boom |
| CN114543664A (en) * | 2021-12-30 | 2022-05-27 | 中国航空工业集团公司沈阳飞机设计研究所 | Oil filling taper sleeve positioning method and device based on laser scanning |
Also Published As
| Publication number | Publication date |
|---|---|
| AU1186301A (en) | 2001-01-22 |
| WO2001002875A3 (en) | 2001-05-03 |
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