Weathervaning for hybrid flight aircraft
Described are systems and methods for active weathervaning of a hybrid flight aerial vehicle, such as an unmanned aerial vehicle (UAV). Active weathervaning of the hybrid flight aerial vehicle during can be provided during vertical takeoff and landing (VTOL)/hover flight without the assistance of any low-speed wind sensors and during transitions between VTOL/hover flight and fixed-wing, wing-borne, horizontal flight. Additionally, active weathervaning can be provided during propulsion mechanism failure conditions where the aerial vehicle may be experiencing failure conditions associated with one or more propulsion mechanisms.
1. An unmanned aerial vehicle (UAV), comprising:
a plurality of propulsion mechanisms; and
a flight controller configured to, during hover flight of the UAV, at least:
identify a failure condition associated with at least one propulsion mechanism from the plurality of propulsion mechanisms;
determine, based at least in part on the failure condition, a preferred orientation of the UAV for the identified failure condition relative to a wind direction of a wind;
determine, without assistance from a wind sensor and based at least in part on feedback flight control information, an estimated wind direction, wherein the feedback flight control information includes flight control parameters used to counteract forces imparted by the wind on the UAV; and
generate, based at least in part on the estimated wind direction, a command to orient a heading of the UAV to align with the preferred orientation of the UAV relative to the estimated wind direction.
2. The UAV of claim 1 , wherein the flight controller is further configured to, at least:
determine an estimated wind magnitude of the wind; and
determine that the estimated wind magnitude exceeds a threshold value,
wherein generation of the command to orient the heading of the UAV is further based at least in part on the determination that the estimated wind magnitude is above the threshold value.
3. The UAV of claim 1 , wherein the feedback flight control information is obtained from at least one horizontal integrator of the flight controller.
4. The UAV of claim 1 , wherein the flight controller is further configured to, at least:
determine at least one vulnerable relative orientation of the UAV, and
wherein generation of the command to orient the heading of the UAV is further based at least in part on the determination of the at least one vulnerable relative orientation of the UAV.
5. The UAV of claim 1 , further comprising:
a fuselage; and
a ring-wing,
wherein:
the fuselage is positioned in a canted orientation relative to the ring-wing; and
the plurality of propulsion mechanisms includes six canted propulsion mechanisms.
6. The UAV of claim 1 , wherein:
the failure condition is one of a plurality of failure conditions; and
each of the plurality of failure conditions is associated with a corresponding preferred orientation of the UAV relative to the estimated wind direction.
7. A method to provide active weathervaning for an aerial vehicle, comprising:
during hover flight of the aerial vehicle:
obtaining flight control information from at least one horizontal flight controller;
determining, without assistance from a wind sensor and based at least in part on the flight control information, an estimated wind direction of a wind, wherein the flight control information includes flight control parameters used to counteract forces imparted by the wind on the aerial vehicle;
determining a preferred orientation of the aerial vehicle relative to the estimated wind direction; and
causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the preferred orientation of the aerial vehicle relative to the estimated wind direction.
8. The method of claim 7 , further comprising:
obtaining an instruction to transition from hover flight to wing-borne flight;
determining an estimated wind magnitude;
latching the estimated wind direction and the estimated wind magnitude during a transition from hover flight to wing-borne flight;
determining a transition heading based at least in part on the latched estimated wind direction, the latched estimated wind magnitude, the preferred orientation of the aerial vehicle, and a ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the transition heading; and
unlatching the estimated wind direction and the estimated wind magnitude as the aerial vehicle enters wing-borne flight.
9. The method of claim 8 , further comprising:
determining, using a hysteresis algorithm, an estimated wind magnitude threshold;
determining that the estimated wind magnitude exceeds the estimated wind magnitude threshold,
wherein:
the estimated wind magnitude is determined without assistance from a wind sensor and is based at least in part on a correlation between the flight control information and an air density estimation; and
causing the aerial vehicle to be oriented according to the transition heading is based at least in part on the determination that the estimated wind magnitude exceeds the estimated wind magnitude threshold.
10. The method of claim 7 , further comprising:
during wing-borne flight:
obtaining an instruction to transition from wing-borne flight to hover flight;
latching a second estimated wind direction and a second estimated wind magnitude determined during wing-borne flight during a transition from wing-borne flight to hover flight;
determining a transition heading based at least in part on the latched second estimated wind direction, the second estimated wind magnitude, the preferred orientation of the aerial vehicle, and a ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the transition heading during the transition from wing-borne flight to hover flight;
causing the aerial vehicle to be oriented according to the transition heading during a buffer period after the transition from wing-borne flight to hover flight; and
subsequent to an end of the buffer period and during hover flight:
obtaining second flight control information from the at least one horizontal flight controller;
determining, without assistance from a wind sensor and based at least in part on the second flight control information, a third estimated wind direction;
determining a second preferred orientation of the aerial vehicle relative to the third estimated wind direction; and
causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the second preferred orientation of the aerial vehicle relative to the third estimated wind direction.
11. The method of claim 7 , further comprising:
determining a failure condition associated with at least one propulsion mechanism associated with the aerial vehicle;
determining, based at least in part on the failure condition, a second preferred orientation of the aerial vehicle for the determined failure condition relative to the estimated wind direction; and
causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the second preferred orientation of the aerial vehicle relative to the estimated wind direction.
12. The method of claim 11 , wherein:
the failure condition is one of a plurality of failure conditions; and
each of the plurality of failure conditions is associated with a corresponding preferred orientation of the aerial vehicle relative to the estimated wind direction.
13. The method of claim 7 , wherein:
the aerial vehicle includes:
a fuselage;
a ring-wing; and
six canted propulsion mechanisms,
wherein the fuselage is positioned in a canted orientation relative to the ring-wing.
14. The method of claim 7 , further comprising:
determining, using a hysteresis algorithm, an estimated wind magnitude threshold;
determining, without assistance from a wind sensor and based at least in part on the flight control information, an estimated wind magnitude; and
determining that the estimated wind magnitude exceeds the estimated wind magnitude threshold,
wherein causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the preferred orientation of the aerial vehicle relative to the estimated wind direction is based at least in part on the determination that the estimated wind magnitude exceeds the estimated wind magnitude threshold.
15. The method of claim 7 , further comprising:
determining at least one vulnerable relative orientation of the aerial vehicle, and
wherein causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the preferred orientation of the aerial vehicle relative to the estimated wind direction is further based at least in part on the determination of the at least one vulnerable relative orientation of the aerial vehicle.
16. A method to provide active weathervaning for an aerial vehicle, comprising:
during hover flight:
obtaining flight control information from at least one horizontal flight controller, where in the flight control information includes flight control parameters used to counteract forces imparted by a wind on the aerial vehicle;
determining, without assistance from a wind sensor and based at least in part on the flight control information, an estimated wind;
determining a preferred orientation of the aerial vehicle relative to the estimated wind;
obtaining an instruction to transition from hover flight to horizontal flight;
latching the estimated wind during a transition from hover flight to horizontal flight;
determining a transition heading based at least in part on the latched estimated wind, the preferred orientation of the aerial vehicle, and a ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the transition heading;
updating the transition heading to generate a second transition heading based on a change to the ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the second transition heading; and
unlatching the estimated wind as the aerial vehicle begins horizontal flight.
17. The method of claim 16 , further comprising:
obtaining an instruction to transition from horizontal flight to hover flight;
latching a second estimated wind determined during horizontal flight so that the second estimated wind is latched during a second transition from horizontal flight to hover flight;
determining a third transition heading based at least in part on the latched second estimated wind, the preferred orientation of the aerial vehicle, and a second ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the third transition heading;
updating the third transition heading to generate a fourth transition heading based on a change to the second ground speed of the aerial vehicle;
causing the aerial vehicle to be oriented according to the fourth transition heading; and
causing the aerial vehicle to be oriented according to the fourth transition heading during a buffer period after the transition from horizontal flight to hover flight.
18. The method of claim 17 , further comprising:
obtaining second flight control information from the at least one horizontal flight controller;
determining, without assistance from a wind sensor and based at least in part on the second flight control information, a second estimated wind;
determining a second preferred orientation of the aerial vehicle relative to the second estimated wind; and
causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the second preferred orientation of the aerial vehicle relative to the second estimated wind.
19. The method of claim 16 , further comprising:
determining a failure condition associated with at least one propulsion mechanism associated with the aerial vehicle;
determining, based at least in part on the failure condition, a second preferred orientation of the aerial vehicle for the determined failure condition relative to the estimated wind; and
causing the aerial vehicle to adjust its heading so as to align the aerial vehicle with the second preferred orientation of the aerial vehicle relative to the estimated wind.
20. The method of claim 16 , wherein:
the aerial vehicle includes:
a fuselage;
a ring-wing; and
six canted propulsion mechanisms,
wherein the fuselage is positioned in a canted orientation relative to the ring-wing.