Unmanned Systems Technology 004 | Delair-Tech DT18 | Autopilots | Rotron RT600 | Unmanned surface vehicles | AMRC | Motion control | Batteries

39 Autopilots | Focus Rather than having a centralised autopilot and FCS, a distributed computing architecture has the processing alongside the sensors. The advantage here is a more even weight distribution across the airframe, with processing nodes at various points around the craft. It can also provide faster feedback for the control loops. Instead of having to send sensor data to a central autopilot, the data can be analysed locally and used quickly in the control loop. However, this requires the autopilot algorithms to be very different from those currently in use as it makes the autopilot more of an interface to the navigation and comms systems. A potential disadvantage is that more computing systems mean more weight and complexity, which can make it harder to demonstrate that the code operates safely in all circumstances. Having longer connections between processing units also provides more opportunities for failures that need to be addressed in the design of the system. This is addressed by the lower cost and weight of modern processors, and using graceful degradation. Here, if one subsystem fails, it can be compensated for by other components or the autopilot, so that the system degrades only slowly. Autopilots are also not just for aircraft. The same systems that have been developed for unmanned aircraft have also been used to control ground vehicles and boats, where the control surfaces – the motors for the wheels, or the boat’s rudder – are simpler. As a result, autopilot technology is heading for some fundamental changes. At the moment, they still rely on small processors with proven and custom software. The recent moves to provide a cheaper, more standardised autopilot with a separate applications processor are slowly gaining ground with new designs, but it is a slow process. Virtualisation is slowly being adopted, but in the meantime, many talented engineers are working on providing the best possible performance for the complex requirements of system design and safety regulations. Acknowledgements The author would like to thank Greg Davis at Cloud Cap Technology, Matt Pilmoor at Flightworks, Paul Holmstedt at UAS Europe, Evan Schellenberg and Kate Harboisin at Micropilot, and Aliaksei Stratsilatau at UAVOS for their help with researching this article. Unmanned Systems Technology | Autumn 2015 Italy SIEL +39 11 681 3840 www.sielnet.com Russia Sky-Drones - www.sky-drones.com Spain Airelectronics +34 914 524 832 www.airelectronics.es Embention +34 965 115 421 www.embention.com UAV Navigation +34 91 657 2723 www.uavnavigation.com Sweden UAS Europe +46 13560 2240 www.uas-europe.com Switzerland UAVOS +41 225 480624 www.uavos.com UK SkyCircuits +44 (0)23 8098 7475 www.skycircuits.com USA 3D Robotics +1 858 225 1414 www.3drobotics.com Adaptive Flight +1 770 951 8755 www.adaptiveflight.com Airware +1 877 714 4828 www.airware.com Cloud Cap Technology +1 541 387 2120 www.cloudcaptech.com Hoverfly Technologies +1 888 908 0290 www.hoverflytech.com Lockheed Martin Procerus Tech +1 801 788 3200 www.lm.co.uk MicroPilot +1 204 344 5558 www.micropilot.com Pulse Aerospace +1 785 289 8402 www.pulseaerospace.com Robota +1 925 388 6267 www.robota.us Rockwell Collins +1 540 428 3304 www.rockwellcollins.com UASUSA +1 720 608 1827 www.uasusa.com Some examples of autopilot/flight controller manufacturers and suppliers