Enhanced vision system for precision navigation in low visibility or global positioning system (GPS) denied conditions

BACKGROUND

0001Proper navigation of an aerial vehicle is based on the ability to determine a position of the aerial vehicle. Some navigation systems display for a pilot an onboard map database keyed to the current position of the aerial vehicle. Typically, a Global Positioning System (GPS) receiver and an Inertial Measurement Unit (IMU) are used to determine the aerial vehicle's position. However, GPS requires radio frequency (RF) signal reception from satellites that can be interfered with and are not always available. When GPS is not available, digital map data, which is typically used for terrain obstacle avoidance, is unusable because there is no position reference available from GPS to use to provide an accurate position solution and orient a track of movements of the aerial vehicle onto the map.

0002Another significant problem for aerial vehicles is avoidance of terrain obstacles when flying near the ground. Cables represent a particularly insidious hazard, as they are difficult to see even during daylight flight in good visibility conditions. Collisions with cables and terrain obstacles result in dozens of injuries and deaths annually, with the problem being more severe in the armed services where it is common to fly in unsurveyed areas and for low level flights in remote areas. Even in surveyed areas, digital map data has insufficient resolution to symbolically represent or display cables. The survey is often days or weeks out of date and thereby does not contain current information on artificial obstacles that move into an area after the survey is completed. Currently, some aerial vehicles require the use of multi-mode radar (MMR) to operate in low to zero visibility flight environments. However, MMR has a large radar signature that increases the potential of detection by unfriendly forces. Information concerning a conventional approach to the problem of detecting obstacles in the flight path of an air vehicle can be found in <patcit id="pcit0001" dnum="US6885334B"><text>US-B-6,885,334</text></patcit>.

SUMMARY

0003One embodiment comprises a method as defined in claim 1.

0004Another embodiment is directed to an enhanced vision system as defined in claim 5.

0005The details of various embodiments of the claimed invention are set forth in the accompanying drawings and the description below. Other features and advantages will become apparent from the description, the drawings, and the claims.

DRAWINGS

0006<figref idref="f0001">Figure 1</figref> is a block diagram of one embodiment of a combined enhanced navigation and enhanced vision system. <ul id="ul0001" list-style="none" compact="compact"><li><figref idref="f0002">Figure 2</figref> is an image of one embodiment of the perspectives displayable in the enhanced vision system of <figref idref="f0001">Figure 1</figref>.</li><li><figref idref="f0003 f0004 f0005">Figures 3A-3D</figref> are images depicting examples of enhanced vision system displays.</li><li><figref idref="f0006">Figure 4</figref> is a flowchart of one embodiment of a method of generating an enhanced vision obstacle image of the volume ahead of an aerial vehicle.</li><li><figref idref="f0007">Figure 5</figref> is a flowchart of one embodiment of a method of determining the position of an aerial vehicle.</li></ul>

0007Like reference numbers and designations in the various drawings indicate like elements.

DETAILED DESCRIPTION

0008<figref idref="f0001">Figure 1</figref> is a block diagram of one embodiment of a combined enhanced navigation and enhanced vision system 100. The combined enhanced navigation and enhanced vision system 100 (also referred to herein as an enhanced vision system 100) is configured to operate onboard an aerial vehicle. An enhanced vision system 100 combines flight data and terrain information and displays it on a display device 176. The system 100 comprises a Precision Terrain Aided Navigation (PTAN) radar altimeter 110. The PTAN radar altimeter 110 measures ground terrain features using a PTAN radar 114. In the embodiment shown in <figref idref="f0001">Figure 1</figref>, the PTAN radar 114 uses three antennas, 116-A, 116-B, and 116-C. Two of the antennas 116-A and 116-C are used for receiving 4.3GHz radar signals. The other antenna 116-B is used for transmitting 4.3 GHz radar signals. Other numbers of antennas and other configurations of antennas and frequencies are used in other embodiments. The PTAN radar 114 is a first return tracking radar that is not affected by pitch or roll maneuvers when performed within the main beam of the antennas 116. Pitch and roll of the aerial vehicle is measured by an inertial measurement unit (IMU) 140 and this information is used by the PTAN radar altimeter 110 to correct the position location of the aerial vehicle.

0009In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the PTAN radar 114 is implemented using a narrow beam Interferometric Synthetic Aperture Radar (IfSAR). IfSAR is a type of radar used in remote sensing that uses two or more synthetic aperture radar (SAR) images to generate maps of surface deformation or digital elevation using differences in the phase of the waves returning to the aircraft. IfSAR offers expanded operational capability in hostile environments by enabling Nap of the Earth flying with low probability of detection due to the IfSAR typically having a narrow beam.

0010The PTAN radar altimeter 110 comprises a signal processor 118 that is used to implement a radar data processing engine 126 and a terrain rendering engine 124. In the embodiment shown in <figref idref="f0001">Figure 1</figref>, the radar data processing engine 126 and terrain rendering engine 124 are implemented in software 122 that is executed by the signal processor 118. The software 122 comprises program instructions that are stored on a suitable storage device or medium 120. Suitable storage devices or media 120 include, for example, forms of non-volatile memory, including by way of example, semiconductor memory devices (such as Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), and flash memory devices), magnetic disks (such as local hard disks and removable disks), and optical disks (such as Compact Disk - Read Only Memory (CD-ROM) disks). Moreover, the storage device or media 120 need not be local to the system 100. Typically, a portion of the software 122 executed by the signal processor 118 and one or more data structures used by the software 122 during execution are stored in a memory 123. The memory 123 comprises, in one implementation of such an embodiment, any suitable form of random access memory (RAM) now known or later developed, such as dynamic random access memory (DRAM). In other embodiments, other types of memory are used. The components of the PTAN radar altimeter 110 are communicatively coupled to one another as needed using suitable interfaces and interconnects.

0011Altitude and first return terrain location data from the PTAN radar 114 is provided to the signal processor 118. The PTAN radar 114 collects a variable sample of elevation data of the first return terrain points and compares this data to a high resolution digital elevation map to determine the aerial vehicle's location in three dimensions. This method can be used when primary positioning methods such as GPS are not available. The number of elevation points is variable based on the quality of the position location that is calculated by PTAN radar altimeter 110. Also coupled to the PTAN radar altimeter 110 is a forward looking radar 135. The signal processor 118 provides timing signals to, and controls the operation of, the forward looking radar 135. In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the signal processor 118 is time shared between the PTAN radar 114 and the forward looking radar 135. For example, the processing performed by the signal processor 118 can be scheduled so that, during a first portion of the schedule, the signal processor 118 executes the software that implements the radar data processing engine 126 and the terrain processing engine 124 in order to calculate elevation and position data from the PTAN radar altimeter 110. In such an example, during another portion of the schedule, the signal processor 118 executes the software that implements the radar data processing engine 126 and terrain processing engine 124 in order to determine obstacle data from the forward looking radar 135.

0012The forward looking radar 135 is connected to an antenna 125. The forward looking radar 135 is operable to detect obstacles in the volume ahead of the aerial vehicle, such as cables or buildings in the aerial vehicle's flight path. In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the forward looking radar 135 is configured to use 94 GHz RF signals. The frequency of the forward looking radar 135 is typically selected for stealth and a desired obstacle resolution. For example, a 94 GHz radar can detect a one centimeter diameter cable up to a distance of around one kilometer, depending on the characteristics of the cable. Similarly, a tower could be detected up to around ten kilometers away with a 94 GHz forward looking radar. In another embodiment of <figref idref="f0001">Figure 1</figref>, the forward looking radar 135 is a millimeter wave (MMW) radar. In yet another embodiment, the forward looking radar 135 is a forward looking infrared (FLIR) sensor.

0013The forward looking radar 135 provides radar video data to the signal processor 118. The radar video data is raw radar data and can be transmitted to the signal processor 118 via a suitable Ethernet cable, such as a CAT-7 Ethernet cable. In such an implementation, only the Gigabit Ethernet physical-layer is used for such communications. The signal processor 118 generates an overlay image that includes any obstacles detected by the forward looking radar 135. This obstacle overlay image is to be added to a terrain image in order to display information about any obstacles that are ahead of the aerial vehicle. An image corresponding to a set of obstacles (which might include no obstacles, or one or more obstacles) ahead of the aerial vehicle (that is, the obstacle overlay image) is superimposed on an image corresponding to terrain data near which the aerial vehicle is located (that is, the terrain image) in order to generate a composite image. At least a portion of the composite image is displayed on one or more display devices so that respective portions of both the terrain image and obstacle image are both displayed together on the same one or more display devices. The radar data processing engine generates the obstacle overlay image. In other words, the radar processing engine 126 performs the image formation and processing, such as determining the position of the aerial vehicle, and generating the obstacle overlay image.

0014Additionally, the software 122 executed by the signal processor 118 provides an altitude display 175 with altitude data. The altitude display 175 can be any display device operable to display altitude data, for example a digital display, a LCD monitor, an LED display, or the like. In one embodiment, the altitude data is displayed on the display device 176 by superimposing it upon the composite image.

0015In the embodiment shown in <figref idref="f0001">Figure 1</figref>, the enhanced vision system 100 includes a GPS receiver 130. The GPS receiver 130 determines the position of the aerial vehicle when GPS is available. In GPS denied conditions, the GPS receiver 130 is unable to provide the position of the aerial vehicle, so other means of determining the precise location of the aerial vehicle are utilized. In other embodiments, the enhanced vision system 100 does not include a GPS receiver 130.

0016The enhanced vision system 100 further comprises an inertial measurement unit (IMU) 140. The IMU 140 provides attitude data for the aerial vehicle (that is, the IMU 140 senses the orientation of the aerial vehicle with respect to the terrain). In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the IMU 140 includes accelerometers for sensing a linear change in rate (that is, acceleration) along a given axis and gyroscopes for sensing change in angular rate (that is, used to determine rotational velocity or angular position). The IMU 140 determines the aerial vehicle's attitude and blends GPS position and PTAN position data. The IMU 140 provides position information at a uniform rate to the terrain rendering engine 124 implemented by the signal processor 118 so that the rendered images of the terrain data and the radar data move smoothly on the display device 176. The blending of the two position data sources provides a smooth transition between GPS available and GPS denied conditions. A smooth transition is accomplished by running both systems (that is, GPS and PTAN) simultaneously, calculating the position difference between them, and estimating the true position based on the dilution of precision calculated for each system at any given time. This establishes a position offset for each system. When either GPS or the PTAN system is no longer available, the offset between the estimated position and the position as calculated by the available system is added to the position of the available system in order to prevent a jump in apparent position of the aerial vehicle. The offset diminishes with time as long as only one system is available, as there is no secondary reference to indicate a different position as the correct position.

0017The terrain database 152 stores detailed maps of the earth's surface comprising terrain data (also referred to herein as map data), which includes elevation information. For example, the maps stored in the terrain database 152 can include a global mapping of the earth. The terrain data in the database 152 is referenced to an earth coordinate system. Flight data from the radar altimeter 110, the forward looking radar 135, and the IMU 140 are geo-referenced by transforming the data into the earth coordinate system used by the terrain database 152. Using a single coordinate system enables an image rendering engine 164 to easily match the detected obstacles from the obstacle overlay image data with terrain data from the terrain database 152.

0018In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the terrain database 152 is stored in or on one or more storage devices or media 150. The signal processor 118 reads the terrain data from the one or more storage devices or media 150. Suitable storage devices or media 150 include, for example, forms of non-volatile memory, including by way of example, semiconductor memory devices (such as EPROM, EEPROM, and flash memory devices), magnetic disks (such as local hard disks and removable disks), and optical disks (such as CD-ROM disks). Moreover, the storage device or media 150 need not be local to the system 100.

0019The terrain database 152 provides terrain data to the signal processor 118. The terrain rendering engine 124 correlates the terrain features within the elevation track data from the PTAN radar 114. Correlating the elevation track data with the map data enables the system 100 to determine the precise position of the aerial vehicle in GPS denied conditions. In one implementation of such an embodiment, the terrain database 152 is a stored Digital Terrain Elevation Database (DTED) that is available from Honeywell International, Inc. (hereinafter referred to as Honeywell) or from the United States government. The DTED can be used to provide precision positions of the aerial vehicle equal to or better than GPS, allowing for high accuracy positioning within GPS denied environments. For example, the DTED level 4 database has a resolution of 3 meters. However, the accuracy of the database and resolution is dependent on the source.

0020The system 100 also includes an Integrated Primary Flight Display (IPDF) 160. The IPDF 160 is a synthetic vision system (SVS) which offers high resolution imaging of the surrounding terrain and obstacles near the aerial vehicle. Once the signal processor 118 has rendered the images for the navigation system, the images are transmitted to the IPDF 160. The IPDF 160 comprises a flight computer 162 and a display device 176. The flight computer 162 is used to implement the image rendering engine 164. The image rendering engine 164 is implemented in software 168 that is executed by a suitable processor 172. The software 168 comprises program instructions that are stored on a suitable storage device or medium 166. Suitable storage devices or media 166 include, for example, forms of non-volatile memory, including by way of example, semiconductor memory devices (such as EPROM, EEPROM, and flash memory devices), magnetic disks (such as local hard disks and removable disks), and optical disks (such as CD-ROM disks). Moreover, the storage device or media 166 need not be local to the system 100. Typically, a portion of the software 168 executed by the processor 172 and one or more data structures used by the software 168 during execution are stored in a memory 170. Memory 170 comprises, in one implementation of such an embodiment, any suitable form of random access memory (RAM) now known or later developed, such as dynamic random access memory (DRAM). In other embodiments, other types of memory are used. The components of flight computer 162 are communicatively coupled to one another as needed using suitable interfaces and interconnects. The image rendering engine 164 overlays the obstacle overlay image onto the terrain image. In one embodiment, the IPFD 160 and PTAN radar altimeter 110 share a common DTED 60 Gb database hard drive (not shown).

0021The display device 176 displays the composite image of the terrain image and the obstacle image overlay to a user (such as a pilot). The composite image is a superposition of the obstacle image data onto the terrain image. The display device 176 is operable to display additional information as well, such as object tracking information, altitude, pitch, pressure, and the like. The display device 176 can be any device or group of devices for presenting visual information, such as a liquid crystal display (LCD), plasma monitor, cathode ray tube (CRT), or the like. For example, the display device 176 is a single LCD that presents the composite image to a user. In another embodiment, the display device 176 is multiple LCDs that are used to present the composite image to a user (in other words, each individual LCD displays some portion of the object image overlay superimposed on the terrain image).

0022The signal processor 118 provides the radar image and obstacle image overlay to an image rendering engine 164. Other information provided to the image rendering engine 164 includes attitude data transmitted from the IMU 140 and map data from the terrain database 152. If GPS connection is available, position data from the GPS receiver 130 is provided to the image rendering engine 164. <figref idref="f0001">Figure 1</figref> shows the image rendering engine 164 as being implemented separately from the PTAN radar altimeter 110, although in other embodiments and implementations the image rendering engine 164 can be implemented within the PTAN radar altimeter 110.

0023The image rendering engine 164 overlays the obstacle overlay image onto the terrain map and generates perspectives for the composite image. Using the attitude data from the IMU 140, the image rendering engine 164 tilts the image to correct for movements of the aerial vehicle. The composite image is provided to the display device 176, which in one embodiment is a synthetic image display. The display device 176 displays the composite image to a pilot, and corrections for tilt of the aerial vehicle are made real-time. In one implementation of the embodiment shown in <figref idref="f0001">Figure 1</figref>, the display 176 is implemented using the Common Avionics Architecture System (CAAS) flight display system that is commercially available from Honeywell.

0024The obstacle data and the altitude data from the PTAN radar altimeter 110 is sent to a data recorder 180. The data recorder 180 records the flight information and stores it in a computer readable memory 182. The flight information can be provided to the data recorder 180 from the PTAN radar altimeter 110 over optical cable, or by any other method of transmission.

0025<figref idref="f0002">Figure 2</figref> is an image of one embodiment of the perspectives displayable in a synthetic vision system (SVS). SVS employs computer generated terrain imagery from onboard DTED databases matched with precision navigation information to create a presentation of the outside world around the aerial vehicle. The IPFD provides a clear electronic representation of the outside world around the aerial vehicle, and can display different perspectives. For example, the image shown at 201 is a three-dimensional (3D) perspective (egocentric) view, with flight data superimposed on the composite image (such as altitude, pitch, tilt, etc.). The image 203 depicts a plan view (lookdown, exocentric), and the image 205 displays a vertical profile. The SVS can include additional features to aid flight, such as displaying other sensor information (attitude, elevation, etc.).

0026This synthetic vision system integrates together primary flight information from all available sources on the aerial vehicle (such as the radar and IMU sensors). The IPFD synthetic vision system can also functionally host the Military Digital Moving Map (DMM) by Honeywell, which is a display system that shows the geographic area an aerial vehicle is in, updated as the aerial vehicle moves. These advanced features enable a flight crew to re-route their flight plan and perform mission planning while in the air, giving additional flexibility to the crew at a much reduced workload.

0027The enhanced vision system (EVS) described above in connection with <figref idref="f0001">Figure 1</figref> provides real time imaging by merging sensor data with the IPFD 160. SVS and EVS data merged on the IPFD 160 shows "what is actually out there" to provide greater situational and obstacle awareness. The raw sensor return is processed by the image rendering engine 164 to clean up the image and geospatially scale and align the image to the IPFD 160, which offers a greater field of view and cleaner imaging than sensor imaging alone.

0028Motivations to fuse sensor data with EVS instead of just using the sensor data alone include reduction in limitations such as a limited field of view (similar to looking through a soda straw), limited range, noise (scintillation on a display device causes eye fatigue), and interpretation difficulties. Also, since no sensor sees through all particulates at all temperatures in all conditions, multiple sensors can be combined to cover the necessary conditions. The pilot is provided with a real time visualization of the terrain and obstacles in and around the flight path. <ul id="ul0002" list-style="none"><li><figref idref="f0003 f0004 f0005">Figures 3A-3D</figref> are images depicting examples of enhanced vision system (EVS) displays produced by the IPFD of <figref idref="f0001">Figure 1</figref>. <figref idref="f0003">Figure 3A</figref> is a pictorial representation of the obstacles detected by the forward looking radar 135. Among the obstacles detected are a fence 302-A, trucks 304-A, 306-A and 308-A, a helicopter 310-A and a house 312-A. <figref idref="f0004">Figure 3B</figref> shows a radar image displayed by an EVS 100 corresponding to the obstacles detected by the forward looking radar 135 in <figref idref="f0003">Figure 3A</figref>. In other words, <figref idref="f0004">Figure 3B</figref> illustrates the same terrain image from <figref idref="f0003">Figure 3A</figref> as well as the obstacle overlay image. Thus, the fence 302-A detected by the forward looking radar 135 in <figref idref="f0003">Figure 3A</figref> is displayed as 302-B in <figref idref="f0004">Figure 3B</figref>. Likewise the trucks 304-A, 306-A and 308-A appear as obstacles 304-B, 306-B and 308-B, respectively. The helicopter 310-A shows up as obstacle 310-B and the house 312-A is displayed as obstacle 312-B.</li><li><figref idref="f0005">Figure 3C</figref> shows an EVS 100 with a 94 GHz MMW radar (not shown) overlay. This image shows a runway detected by the forward looking MMW radar. Additionally, other instrument and sensor data has been overlaid onto the composite image. <figref idref="f0005">Figure 3D</figref> illustrates an overlay from an optical sensor, in particular a forward looking infrared (FLIR) (not shown). The FLIR detects a marsh ahead of the aerial vehicle.</li><li><figref idref="f0006">Figure 4</figref> is a flowchart of one embodiment of a method 400 of generating an obstacle image of the volume ahead of an aerial vehicle. The embodiment of method 400 shown in <figref idref="f0006">Figure 4</figref> is described here as being implemented using the enhanced vision system 100 of <figref idref="f0001">Figure 1</figref>, although other embodiments are implemented in other ways. The method 400 comprises determining the position of an aerial vehicle (block 410). In this embodiment, the aerial vehicle has a GPS receiver 130. If GPS is available, the position of the aerial vehicle is obtained from the GPS receiver 130. When GPS is not available (or in other embodiments where the aerial vehicle does not include a GPS receiver 130), the position of the aerial vehicle is determined using a radar altimeter 110. Embodiments of methods for determining the position of the aerial vehicle are discussed below with respect to <figref idref="f0007">Figure 5</figref>.</li></ul>

0029Once the position of the aerial vehicle is determined, a terrain image correlated to the position of the aerial vehicle is generated (block 420). The terrain image is generated by a terrain rendering engine 118. The terrain rendering engine 118 takes the position data, either from GPS 130 or the PTAN radar altimeter 110, along with attitude information and renders an image of the terrain. The terrain image can be provided by a digital map data stored in a memory onboard the aerial vehicle. One such digital map database is the Digital Terrain Elevation Database (DTED) that is commercially available from Honeywell. The position of the aerial vehicle determines the corresponding coordinates of the digital map. The IMU 140 provides attitude data pertaining to the attitude of the aerial vehicle, which can be used to orient the map. The map can be oriented such that the terrain ahead of the aerial vehicle would be shown in a display device 176.

0030In the embodiment shown in <figref idref="f0006">Figure 4</figref>, the method 400 further comprises determining obstacle data pertaining to obstacles ahead of the aerial vehicle (block 430). Obstacles ahead of the aerial vehicle are detected by a forward looking radar 135 or other sensor (such as a FLIR). In one implementation of this embodiment, the forward looking radar 135 operates at approximately 94 GHz. Additionally, the method 400 can be implemented using many types of sensors including advanced Millimeter Wave Radar, Laser Detection and Ranging (LADAR), and optical cooled and uncooled infrared systems.

0031Once the obstacle data is determined, an obstacle overlay image is generated (block 440). The obstacle overlay image is information to be added to a terrain display indicating obstacles present ahead of the aerial vehicle. Such obstacles include cables, poles for running cables, buildings, and the like. The radar data processing engine 118 generates the obstacle overlay image. The obstacle overlay image is overlain onto the terrain image to generate a composite image (block 450). The image rendering engine 164 takes the range and bearing information from the forward looking radar generated by the radar data processing engine 118 and overlays this radar return object data onto the terrain image to generate a composite image showing real-time updated terrain obstacles such as cables and other small objects that are not present in the terrain elevation map data. In other words, this composite image shows the terrain ahead of the aerial vehicle with images of the obstacles detected by the forward looking radar 135 superimposed on the terrain image. The composite image is presented to a pilot on a display device and is updated in real-time.

0032<figref idref="f0007">Figure 5</figref> is a flowchart of one embodiment of a method 500 of determining the position of an aerial vehicle. The embodiment of method 500 shown in <figref idref="f0007">Figure 5</figref> is described here as being implemented using the EVS 100 of <figref idref="f0001">Figure 1</figref> and <figref idref="f0002">2</figref>, though other embodiments are implemented in other ways. In this embodiment, the aerial vehicle is equipped with a GPS receiver 130. Method 500 comprises querying whether GPS is available (block 510). If GPS is available, the position of the aerial vehicle is determined from the GPS position data (block 520).

0033If GPS is unavailable (that is, in a GPS denied scenario or if the aerial vehicle does not have a GPS receiver), the altitude of the aerial vehicle is determined (block 530). The altitude of the aerial vehicle can be determined by using a radar altimeter or by any other method known to those of skill in the art. One contemplated radar altimeter is the Precision Terrain Aided Navigation (PTAN) radar altimeter that is commercially available from Honeywell. Once the altitude is known, the position of the aerial vehicle is calculated by correlating the altitude with a digital terrain map (block 540). A single altitude value is insufficient to indicate where the aerial vehicle is located, but a track of altitudes gathered over the course of flight can be used to match to the digital elevation map 152. The PTAN radar altimeter 110 is used to determine position with GPS-like accuracy without the use of GPS by comparing ground track radar altitude measurements to the stored digital elevation map data 152.

0034Data from the IMU 140 can also be used in determining the position of the aerial vehicle. The correlation of the altitude data with the digital terrain map 152 can be narrowed using previous known positions of the aerial vehicle, its trajectory, and inertial data from the IMU 140. Also, the IMU data can be used to orient the map to the direction of travel of the aerial vehicle, in GPS allowed or GPS denied conditions. Attitude data from the IMU 140 can be correlated with the altitude of the aerial vehicle. The IMU data is used to smooth the transition between GPS allowed and GPS denied conditions.

0035In sum, embodiments provide precision navigation solutions for aerial vehicle without the use of Global Positioning Satellite (GPS) inputs which maximize each of the navigation's s separate systems' features to provide a combined accuracy beyond the aerial vehicle's current navigational system's capabilities. The EVS with PTAN and an Integrated Primary Flight Display provides a highly accurate autonomous navigation solution in GPS denied conditions. The EVS 100 of <figref idref="f0001">Figure 1</figref> provides the best of all onboard sensors by combining independent sensor instruments such as a FLIR or a 94 GHz millimeter wave radar system into a large high resolution image with IPFD 160. The enhanced vision system 100 provides a forward looking radar 135 capable of detecting cables and ground objects in low visibility conditions along with a method of determining position alternative to GPS. If the aerial vehicle's position is determined from the GPS receiver 130, the accuracy of the position can be increased by the PTAN system 110. Data from the forward-looking radar sensor 135 on the aerial vehicle can be overlaid onto the terrain image and displayed to the pilots. The combination of these systems increases the accuracy of the current onboard inertial navigation system and the aerial vehicle's current flight display system, as well as increased operational capability in limited visibility scenarios.

0036Although the enhanced vision system of <figref idref="f0001">Figure 1</figref> is not entirely passive, it does offer a low probability of detection coupled with an entirely self contained on-board autonomous system to deliver high precision navigation in hostile and GPS denied conditions. The EVS 100 with PTAN 110 is an onboard system that can provide terrain situational awareness and the aerial vehicle's positional data while reducing emissions from the aerial vehicle and reliance on GPS and IMU data.

0037A number of embodiments of the invention defined by the following claims have been described. Nevertheless, it will be understood that various modifications to the described embodiments may be made without departing from the scope of the claimed invention. Accordingly, other embodiments are within the scope of the following claims.