Unmanned Surface Vehicle Control Station Analysis

Control Station Analysis

By Mark C. Hardy

UNSY 605-Unmanned Systems Sensing, Perception, and Processing

Embry-Riddle Aeronautical University

The Fleet-class Common Unmanned Surface Vessel (CUSV) was developed by AAI Corporation, a Textron subsidiary, in collaboration with the Maritime Applied Physics Corporation (MAPC). The CUSV is a surface-borne sea craft designed to conduct mine detection/neutralization, anti-submarine operations, intelligence collections, communications relay activities, and unmanned systems launch and recovery. The fourth generation CUSV is 39 feet long, has a top speed of 28 knots, and a cruising range of 1200 nautical miles (Naval-Technology, 2015). In October of 2014 the CUSV was selected by the U.S. Navy to serve as a component of its Unmanned Influence Sweep System (UISS) in conjunction with the Navy’s Freedom and Independence class of littoral combat ships (Textron Inc., 2014; Naval-Technology, 2015).

Command and control (C2) of the CUSV is conducted via the Universal Command and Control Station, which is essentially a maritime version of AAI’s Universal Ground Control Station (UGCS). AAI’s UGCS is utilized by the U.S. Army and U.S. Marine Corps for C2 of unmanned aircraft system (UAS). The CUSV’s UCCS was designed in compliance with NATO Standardization Agreement 4586, the Joint Architecture for Unmanned Systems (JAUS) protocol, and the littoral combat ship communications architecture (AAI Corporation, 2011). As such, the UGCS and UCCS are highly interoperable and can be reconfigured and reprogrammed for C2 compatibility with various unmanned systems. Moreover, the UGCS/UCCS is capable of simultaneous operation of multiple unmanned aircraft, surface vessels, and/or ground vehicles (AAI Corporation, 2010).  

The UCCS communicates with CUSV via the Harris SeaLancet RT-1944/U data link. The SeaLancet is a internet protocol based high bandwidth data link capable of transmitting information at up to 54 megabytes per second (Mbps). The SeaLancet has maximum range of 150 miles for line of sight (LOS) operations, but range can be extended beyond line of sight with the use of data link relays (Harris Corporation, 2015). The CUSV utilizes the data link to transfer real-time video, sensor data, navigation data, and other mission related information (AAI Corporation, 2011).

The UGCS framework, which the UCCS is based upon, incorporates intuitive web based interfaces combined with enhanced human machine interface software (AAI Corporation, 2010). The UCCS relies on traditional data presentation and user interface techniques to interact with the CUSV operator. The UCCS is equipped with basic keyboard, mouse, and joy stick interfaces to facilitate operator input. Visual information is presented via several display screens depending on the number of unmanned systems being operated. Visual display options include vehicle status information, geographical/navigational display, and sensor/mission oriented displays. Data points derived from sensor collections, such as the detection of a mine like object identified by the CUSV sonar, is transmitted to the UCCS where it can then be overlayed onto the UCCS geographic display for operator target situation awareness (Textron Inc., 2012; AAI Corporation, 2011).

Figure 1. Universal Command and Control Station. AAI Corporation. (2011). Performance, Persistence & Modularity. Retrieved from http://suat.aaicorp.com/sites/default/files/datasheets/AAI_CUSV_08-08-11_AAI.pdf

The CUSV has a demonstrated sliding autonomy capability, which allows it to conduct autonomous and man-in-the-loop operations. The UCCS is equipped with the Mine Warfare Environmental Decision Aid Library (MEDAL) software suite, which utilizes historical and in situ environmental data to assess mine threats, develop mine sweeping plans, and recommend tactics, techniques and procedures (TTP) (National Research Council, 2000). MEDAL generated mine countermeasure mission plans can then be preloaded to the CUSV and executed autonomously or with varying levels of operator input (Textron Systems, 2012).

The UCCS was designed to meet military interoperability standards which require unmanned system control stations to be universally compatible with most other unmanned platforms, therefore requiring a fairly simplistic data presentation scheme. However, the UCCS could be improved with the implementation of multimodal user interfaces that transmit and receive information to and from the operator via multiple sensory channels. For instance, speech control technology could be implemented to assist with operator command and control of the CUSV. Haptic feedback, such as vibro-tactile cues, could be incorporated into the operator controls to assist with the launch and recovery of sensors and/or other unmanned systems. Vibro-tactile technology could also be used to enhance obstacle avoidance and manual navigation in the open sea, or during docking operations. Virtual Reality displays could be employed to provide enhanced spatial situation awareness and safety by expanding the operator’s field of view and delivering a 3 dimensional perspective.

In conclusion, the UCCS is a highly adaptable and capable unmanned GCS. However, current research indicates that implementation of multimodal presentation methodologies, such as those recommended, could lead to improved unmanned system operator performance (Maza, Caballero, Molina, Pena & Ollero, 2010). The addition of such technologies to the UCCS, could ultimately enhance UCCS and CUVS capabilities. 

References

AAI Corporation. (2011). Performance, Persistence & Modularity. Retrieved from http://suat.aaicorp.com/sites/default/files/datasheets/AAI_CUSV_08-08-11_AAI.pdf

AAI Corporation. (2010). When the Mission Changes-We Adapt. Retrieved from http://www.maxvision.com/Downloads/MesaMaxinuseAAIShadow.pdf

Harris Corporation. (2015). SeaLancet™ RT-1944/U—NetCentric IP Solution for DoD Platforms at the Tactical Edge. Retrieved from http://webcache.googleusercontent.com/search?q=cache:ZmpqmIEB4hsJ:govcomm.harris.com/solutions/products/defense/sealancet.asp+&cd=1&hl=en&ct=clnk&gl=us

Maza, I., Caballero, F., Molina, R., Pe˜na, N. & Ollero, A. (2010). Multimodal Interface Technologies for UAV Ground Control Stations. Journal of Intelligent and Robotic Systems, 57(1-4), 371-391.

National Research Council (2000, March 6). Oceanography and Mine Warfare. Retrieved from http://www.nap.edu/openbook.php?record_id=9773&page=32

Naval-Technology. (2015). Fleet-Class Common Unmanned Surface Vessel (CUSV), United States of America. Retrieved from http://www.naval-technology.com/projects/fleet-class-common-unmanned-surface-vessel-cusv/

Textron Inc. (2012). Common Unmanned Surface Vessel Ushers in New Era of Naval Mine Countermeasure Operations. Retrieved from http://investor.textron.com/newsroom/news-releases/press-release-details/2012/Common-Unmanned-Surface-Vessel-Ushers-in-New-Era-of-Naval-Mine-Countermeasure-Operations/default.aspx

Textron Inc. (2014, October 22). Textron Systems Awarded $33.8 Million for the U.S. Navy’s Unmanned Influence Sweep System. Retrieved from http://investor.textron.com/newsroom/news-releases/press-release-details/2014/Textron-Systems-Awarded-338-Million-for-the-US-Navys-Unmanned-Influence-Sweep-System/default.aspx

Textron Systems (2012, September 21). CUSV: Trident Warrior Experiment 2012 [Internet Video]. Retrieved from https://www.youtube.com/watch?v=CT1xjn183n4

Desert Hawk III UAS: Data Protocol and Format

Desert Hawk III UAS: Data Protocol and Format

Mark C. Hardy

Unmanned Systems Sensing, Perception, and Processing 605

Embry Riddle Aeronautical University

The Lockheed Martin Desert Hawk III is an electrically powered fixed-wing unmanned aircraft system (UAS) capable of performing low altitude, short endurance intelligence, surveillance, and reconnaissance (ISR) missions. The six pound Desert Hawk III’s airframe largely consists of carbon and foam reinforced with a Kevlar coated outer shell (Lockheed Martin, 2013). The Desert Hawk III is capable of carrying a two pound ISR sensor payload and has a maximum endurance of approximately two hours (Hemmerdinger, 2014). Lockheed Martin’s portable Ground Control Station (GCS) maintains two-way connectivity with the air vehicle via digital internet protocol (IP) data link. This allows the operator to make real-time changes to the Desert Hawk’s pre-programmed flight plan while also facilitating payload control (Lockheed Martin, 2013).

Sensor payloads available for the Desert Hawk III are easily interchangeable and offer users the ability to swiftly adapt the UAS to meet changing mission requirements. Payload technologies currently available for the Desert Hawk III include an electro-optical (EO) imager, long wave infrared (IR) imager, and a 300 milliwatt (mW) laser illuminator (LI) (Lockheed Martin, 2013).

The EO/IR/LI sensors are all housed in Lockheed Martin’s Perceptor Dual Sensor Gimbal. The Perceptor gimbal is a gyro stabilized turret design capable of 360 degree continuous rotation, allowing persistent surveillance of targets with limited aircraft maneuvering (Lockheed Martin, 2012).

The EO camera is able to produce high definition 720p quality video and 10 megapixel high resolution still imagery. The EO camera is also capable of electronic pan, tilt, zoom (PTZ) and image stabilization. Additionally, Desert Hawk’s EO camera utilizes the Lockheed Martin Onpoint onboard vision processing unit (VPU) to conduct advanced image processing enabling the Desert Hawk to perform ground target tracking. The Onpoint VPU consists of a 1.75 watt, dual core OMAP ARM/DSP (1 gigahertz ARM core, 800 megahertz DSP core) processor utilizing 512 Megabytes (MB) of flash memory and a 256 MB double data rate. The Onpoint system also feeds metadata overlay information to the GCS via data link (Lockheed Martin, 2012).    

The Desert Hawk III’s long wave IR thermal core imager, developed by FLIR, is an uncooled camera capable of producing 640x480 resolution imagery. The system features high shock and vibration tolerance and a power dissipation of approximately 1.2 watts with required input voltage of 3.3 volts direct current (VDC) (FLIR, 2012).        

Desert Hawk III relies on the Microhard Nano Digital Data Link Radio and the Lockheed Martin Procerus video digitizer to provide a high bandwidth, low latency datalink with the GCS. The system supports SD and HD video inputs and offers a two-way data link with data transfer speeds of up to 12 megabytes per second. The system is IP based but is also equipped with serial bridging for ease of integration. High quality h.264 compression is utilized to enhance bandwidth utilization and AES-256 encryption provides data security (Lockheed Martin, 2012). Digital video streaming also allows Desert Hawk III to leverage data transfer via 3G and 4G cellular networks (Hemmerdinger, 2014).

Data retrieved by Desert Hawk III’s onboard sensors can be viewed live at the GCS and digitally stored on the GCS’s digital video recorder (DVR). Synced video and other data can also be stored onboard the aircraft via a removable 32 gigabyte microSD card (Lockheed Martin, 2012).  

Desert Hawk III is equipped with the Kestrel auto-pilot which provides the UAS with high-bandwidth stability and control throughout semi-autonomous flight. The Kestrel auto-pilot integrated with onboard GPS and INS technology provides the Desert Hawk III with accurate navigation, payload control, and targeting. The Kestrel system is also capable of onboard data logging. Lockheed Martin’s Virtual Cockpit 3.0 software provides Desert Hawk III operators with a user friendly interface to monitor aircraft operations and manage sensor systems (Lockheed Martin, 2012).

        

The Desert Hawk III has a maximum operational range of approximately 9 statute miles. The operational range could possibly be extended if the system were deployed as part of an ad-hoc UAS network in which multiple Desert Hawks would be deployed simultaneously with each UAS acting as a data relay node for other aircraft in the network. Deploying the Desert Hawk III in this manner would expand the platforms ISR footprint and would economize long range data transfer but would require the aircraft to be capable of bi-directional communications between sister aircraft as well as the Desert Hawk III GCS.

References

FLIR (2012). Quark: Longwave Infrared Thermal Core Camera. Retrieved from http://www.unmannedsystemstechnology.com/wp-content/uploads/2012/04/FLIR-Quark-Brochure.pdf

Hemmerdinger, J. (2014, May 13). AUVSI: Desert Hawk gains endurance, updated software systems. Retrieved from http://www.flightglobal.com/news/articles/auvsi-desert-hawk-gains-endurance-updated-software-and-398761/

Lockheed Martin (2013a). Desert Hawk III. Retrieved from http://www.lockheedmartin.com/content/dam/lockheed/data/ms2/documents/Desert_Hawk_III_brochure.pdf

Lockheed Martin (2013b). Digital IP Video/Data Link. Retrieved from http://www.lockheedmartin.com/content/dam/lockheed/data/ms2/documents/procerus/Digital_Data_Link_Datasheet_080513.pdf

Lockheed Martin (2013c). Kestrel Flight System. Retrieved from http://www.lockheedmartin.com/content/dam/lockheed/data/ms2/documents/procerus/Kestral_Flight_Systems_Datasheet_080513.pdf

Lockheed Martin (2013d). Onpoint Onboard. Retrieved from http://www.lockheedmartin.com/content/dam/lockheed/data/ms2/documents/procerus/OnPoint_Vision_Systems_Datasheet_080513.pdf

UAS Sensor Placement

Unmanned Aircraft System Sensor Placement

Mark C. Hardy

Embry Riddle University

Unmanned aircraft systems (UAS) have the potential to serve in a multitude of civilian roles impacting a large number of industries. As UAS mission sets have developed, so too have the electronic sensor technologies necessary to support new mission requirements. Ideally, new sensor technology would be coupled with new UAS platforms designed specifically for a particular sensor and its mission. However, given the range of unmanned aircraft currently available, it is commonplace for new sensor payloads to be designed for integration with UAS platforms already in service. One key consideration of the platform selection and integration design process is the placement and positioning of the sensor payload on the UAS airframe to optimize sensor performance (Austin, 2010).  

The Flying-Cam 3.0 SARAH and its sensor payload was designed to conduct high resolution aerial video/photography and in October of 2014, Flying-Cam Inc. was granted an exemption by the Federal Aviation Administration (FAA) for use in video production on closed sets within the United States. Prior to that the 3.0 SARAH had been used abroad to conduct high definition cinematography (Flying-Cam, 2014).

The 3.0 SARAH is an electric-powered twin engine UAS in a conventional single-rotor helicopter configuration.  The 3.0 SARAH’s effectiveness for conducting the aerial video/photography mission can be attributed to the forward looking “Gyro Head 3.0” gimbal system which is prominently mounted to the device’s nose section. The Gyro Head 3.0 utilizes a high grade inertial measuring unit (IMU), along with the attitude and heading reference system (AHRS), to provide automatic horizon leveling and stabilization even in high wind conditions. The Gyro Head 3.0 is capable of a 90 degree up tilt and a -110 degree down tilt at a maximum rate of 60 degrees per second. Flying-Cam’s Body Pan system employs the 3.0 SARAH’s gyro stabilized direct drive tail rotor to provide a full 360 degree unobstructed azimuth pan capability by yawing the entire aircraft at a maximum rate of 120 degrees per second (Flying-Cam, 2014).

The 3.0 SARAH and the Gyro Head 3.0 can accommodate a wide array of non-dispensable electro-optical payloads capable of capturing high resolution still imagery and high definition video (Austin, 2010; Flying-Cam, 2014). The 3.0 SARAH’s conventional single main rotor helicopter configuration combined with the Gyro Head 3.0’s forward placement provides the system with an unobstructed field of view throughout the vast majority of the Gyro Head 3.0’s specified range of motion. Operation of the system is further aided by the 3.0 SARAH’s computer assisted piloting (CAP) software which allows missions to be pre-programmed and flown autonomously. Additionally, the system’s versatility can be further enhanced by selection of an optional all-weather performance package (Flying-Cam, 2014).

While the 3.0 SARAH and its systems are clearly suited to collect aerial imagery, the Storm Racing Drone (SRD) was built for speed and performance for the task of first person view (FPV) multi-rotor racing. Many FPV multi-rotor racing enthusiasts prefer to build their own racing UAS utilizing customizable kits. However, the SRD is an off the shelf FPV quad-copter racer built on a lightweight but highly durable carbon fiber frame.

The SRD utilizes four 2204 brushless electric motors to power its tri-blade rotors which provide exceptional acceleration and maneuverability. The entire system is powered by an 11.1 volt, 1500 milliamp lithium polymer battery giving the SRD approximately 5-8 minutes of racing endurance (Helipal, 2015).

The SRD radio control system operates at 2.4 gigahertz while the FPV system transmits at 5.8 gigahertz. Both systems offer sub channels to allow multiple UASs to operate on the same frequency in close proximity. The SRD is equipped with a forward looking camera which is mounted on top of the SRD’s main support frame and located within the protective equipment bay to prevent damage in the event of a crash. The FPV camera is positioned in a fixed-mount and provides a 110 degree field of view for the operator. The camera’s forward looking fixed position is essential in the high speed FPV environment allowing the operator to quickly and accurately determine the aircraft’s spatial orientation. The SRD’s relatively low resolution camera system allows for low latency video data transfer which lends well to the FPV experience (Helipal, 2015).

The aforementioned aircraft are equipped with sensor payloads which are ideally positioned on their respective UAS platforms to perform their specific missions. The 3.0 SARAH equipped with the forward mounted Gyro Head 3.0 offers a system capable of supporting a range of high grade camera systems while providing the requisite unobstructed field of view to collect studio quality aerial imagery. The SRD, designed for the multi-rotor FPV racing enthusiast, does not necessitate a high quality imaging system or an adjustable field of view. The SRD’s mission allows for a lower resolution video system with a fixed mount system that can transmit data to the operator’s FPV receiver in real time for enhanced spatial orientation.

References

Austin, R. (2010). Payload Types. Unmanned Aircraft Systems-UAV Design, Development, and Deployment  (pp.127-141). Retrieved from http://site.ebrary.com.ezproxy.libproxy.db.erau.edu/lib/erau/reader.action?docID=10380998

Flying-Cam Inc. (2014). Flying-Cam 3.0 SARAH. Retrieved from http://www.flying-cam.com/en/products.php?product=2

Flying-Cam Inc. (2014, October 15). Official FAA Approval for Flying-cam 3.0 SARAH. Retrieved from http://www.flying-cam.com/en/news.php?id=133

Helipal (2015). Storm Racing Drone. Retrieved from http://www.helipal.com/storm-racing-drone-rtf-type-a.html