Abstract
This paper is the first in a two-part series that introduces an easy-to-implement central command architecture for high-order autonomous unmanned aerial systems. This paper discusses the development and the second paper presents the flight test results. As shown in this paper, the central command architecture consists of a central command block, an autonomous planning block, and an autonomous flight controls block. The central command block includes a staging process that converts an objective into tasks independent of the vehicle (agent). The autonomous planning block contains a non-iterative sequence of algorithms that govern routing, vehicle assignment, and deconfliction. The autonomous flight controls block employs modern controls principles, dividing the control input into a guidance part and a regulation part. A novel feature of high-order central command, as this paper shows, is the elimination of operator-directed vehicle tasking and the manner in which deconfliction is treated. A detailed example illustrates different features of the architecture.
Highlights
Unmanned aerial vehicles (UAV) are gaining interest with relaxing restrictions in civilian airspaces
A systematic approach is needed for autonomous unmanned aerial systems (AUAS) consisting of a large number of vehicles
This paper presented an easy-to-implement central command architecture that is well suited to a large number of unmanned aerial vehicles—overcoming present limitations pertaining to operator task load, computational complexity and vehicle deconfliction
Summary
Unmanned aerial vehicles (UAV) are gaining interest with relaxing restrictions in civilian airspaces. A systematic approach is needed for autonomous unmanned aerial systems (AUAS) consisting of a large number of vehicles (agents). (2014) Central Command Architecture for High-Order Autonomous Unmanned Aerial Systems. Bieber proaches are referred to in this paper as command approaches with central command at one extreme and individual command at the other. The AUAS authority lies in one entity, and the vehicle requires only limited information about its environment. Central command is naturally suited to problems dictated by global objectives, such as search and surveillance in precision agriculture, border security, law enforcement, and wildlife and forestry services, to name a few. Individual command is naturally suited to problems dictated by local objectives that require coordination, like those found in air traffic control problems and in coordinated pick and place problems
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