737results about "Actuated automatically" patented technology

A ground detection system for an aircraft based on capacitive sensing. The system comprises an electrode mounted to an aircraft landing gear. As the aircraft landing gear approaches the ground, the electrode and the ground together form a variable capacitor having a capacitance that depends on a distance of the electrode from the ground. Signal processing electronics are used to measure the capacitance and, on the basis of the measured capacitance, determine a distance of the aircraft from the ground.

The present invention provides a system for remote vehicle operation by human pilot and artificial intelligence systems. The system comprises: a vehicle capable of movement, a human operator and control station situated outside of the vehicle in a remote location, a bidirectional wireless communications channel, which transmits commands from the control station to the vehicle and which receives information related to the vehicle's state and its environment from the vehicle, and a human interface device conveying information to the human operator and receiving inputs.

An unmanned aerial vehicle that transports harvested crops harvested from a field, includes a flight device to cause the unmanned aerial vehicle to fly, a controller configured or programmed to control operation of the flight device, a communication device to receive package position information indicating a first position where a target package for transport containing the harvested crops is located, and package weight information, and a support device to support the target package. The controller is configured or programmed to determine, based on the package weight information, whether the target package can be transported to a second position different from the first position, and when doing so, control the flight device to cause the unmanned aerial vehicle to fly to the first position, cause the support device to support the target package, and control the flight device to cause the unmanned aerial vehicle to fly to the second position.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

A VTOL-type air vehicle is transitioned from forward speed mode to hover mode via a transient path in transition mode. The air vehicle includes first and second propulsion systems, and high lift, mild stall fixed wings. The first propulsion system can provide a first thrust (sufficient for enabling powered aerodynamic flight) at a first thrust vector. The second propulsion system can provide a second thrust (sufficient for enabling vectored thrust flight) at a second thrust vector, which is spatially fixed with respect to the air vehicle at least during transitioning. The transient path includes, during transitioning, manipulating a first magnitude of angle of attack and a second magnitude of forward speed to provide a corresponding aerodynamic lift component, and concurrently manipulating a third magnitude of the second thrust to provide a vertical vectored thrust component corresponding to the first magnitude of angle of attack. A summation of the aerodynamic lift component and vertical vectored thrust component is sufficient for enabling the air vehicle to remain in controlled flight in transition mode.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

A flight path generation system for generating a three-dimensional flight path for an unmanned aerial vehicle includes an acquisition device to acquire route data including information of a two-dimensional flight path of the unmanned aerial vehicle and map data including information of elevation at each point on the two-dimensional flight path, and a processor configured or programmed to generate the three-dimensional flight path by determining a flight altitude of the unmanned aerial vehicle from a ground on the two-dimensional flight path based on the two-dimensional flight path and the elevation. The processor is configured or programmed to determine the flight altitude in an excess region with an altitude not exceeding a first altitude and a first region with an altitude not exceeding the first altitude, such that a maximum value of the flight altitude of the unmanned aerial vehicle in the excess region does not exceed the first altitude.

An aircraft control system includes a longitudinal control module, an engine torque control module, and an actuator control system. The longitudinal control module is configured to generate a desired torque value and a desired elevator position value for an aircraft based on a desired airspeed value, a desired altitude value, an actual airspeed value, and an actual altitude value. The engine torque control module is configured to generate a desired power lever position value based on the desired torque value and a measured engine torque value that indicates a measured engine torque in the aircraft. The actuator control system is configured to generate a power lever position command and an elevator position command for the aircraft based on the desired power lever position value and the desired elevator position value.

A system of a multi-rotor aircraft that capitalizes on the advantages of fixed wing elements combined with rotary wing structures. The fixed wing elements can help to generate lift once the aircraft is airborne and can thus reduce the need for larger lifting rotors which can allow for longer flight times and distances. Additionally, the systems disclosed herein take advantage of a partial in-wing configuration with a number of rotors to reduce the overall footprint of the vehicle while maintaining the flight efficiency that comes with combining features of fixed and rotary wing elements, and increasing operator safety by shrouding rotating parts. The unique configurations allow for a decoupling of the pitch, yaw and roll authority to reduce the complexity in control systems and improve the flight efficiency of the aircraft. Additional configurations implement the use of smaller thrust rotors that can be used to generate thrust as well as control yaw and thus counteract any remaining unbalanced torque.

Systems, methods, and devices include an aerial vehicle (AV) with a plurality of coaxially aligned vertical ducts. The lower vertical duct has a larger diameter than the upper vertical duct. Furthermore, the upper vertical duct at least partially contains a first propulsion component and the lower vertical duct at least partially contains a second propulsion component. The lower vertical duct can be coupled to the upper vertical duct by duct couplers which forms an air intake gap between the upper vertical duct and the lower vertical duct. The AV also includes one or more steering flaps disposed on the lower vertical duct, configured to manipulate an air flow out the bottom of the lower duct, thus controlling navigation and stability of the AV.

An active wing extension includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes multiple controllable airflow modification devices coupled thereto. By virtue of having multiple controllable airflow modification devices, the wing extension is capable of adjusting control surfaces of the multiple controllable airflow modification devices in response to in-flight conditions, to reduce wing loads, improve wing fatigue characteristics, increase range, reduce torsional loads, alleviate flutter, and / or increase efficiency.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45′ diameter) footprint.

A device may include a locking assembly configured for coupling with an aileron of an aircraft, the locking assembly includes a lock configured for coupling with the aileron. The locking assembly may include a lock mechanism operatively coupled with the lock and in communication with an accelerometer, where the lock mechanism is configured to transition the lock from a locked configuration to a released configuration. The lock mechanism opens the lock based on a specified acceleration measured with the accelerometer, and the lock frees the aileron to a dynamic configuration. A device may include a tailored aileron deployment system including a biasing member coupled with the aileron, in the released configuration the biasing member controls movement of the aileron in the dynamic configuration.

A system and method for hybrid autonomous control of an electric aircraft is provided. The system generally includes a sensor and a flight controller. The sensor is configured to detect an aircraft position datum, detect an aircraft rate datum, and transmit the aircraft position datum and the aircraft rate datum to a flight controller. The flight controller is configured to receive an aircraft position datum, to receive an aircraft rate datum, and to generate a recommended autopilot output as a function of at least a threshold datum, the aircraft position datum, and the aircraft rate datum.

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, a flight control system of an aircraft is disclosed, configured to receive one or more signals to control movement of the aircraft, determine at least one flight condition of the aircraft, calculate at least one or more loads associated with the aircraft based on the determined at least one flight condition; determine a flight configuration to alleviate loads on one or more components of the aircraft based on the received one or more signals and the calculated one or more loads by predicting a distribution of loads associated with the aircraft, generate one or more effector commands based on the flight configuration; and actuate one or more aircraft effectors based on the one or more effector commands.

An Internet-of-Things-based management system and method for transmission of airship data. In the method, a state prediction module performs comprehensive calculation on multi-source data on the basis of the positive and negative correlation of the multi-source data, and then generates an airship index, and predicts the flight state of an airship by means of a comparison result between the airship index and an anomaly threshold value; when it is predicted that the flight state of the airship is poor, a remote control platform automatically takes over a flight control module, and an airship base station operator controls the use of the flight control module by means of the remote control platform; when it is predicted that the flight state of the airship is poor, the remote control platform first searches for the nearest airship base station to the airship; and if the airship base station meets an airship landing condition, the airship base station operator can control the airship to land at the nearest base station. When an airship flies, multi-source data is effectively analyzed to predict the flight state of the airship, so that the airship can be controlled and managed in a timely manner before the airship is abnormal, thereby ensuring the safe use of the airship.

This disclosure relates to systems and methods for providing a copilot replacement system (CPRS) that enables dual-pilot or multi-pilot aircraft to be operated by a single onboard pilot. This disclosure also relates to systems and method for integrating an artificial intelligence (AI) controller into the aircraft, which autonomously provides assistance with controlling operation of the aircraft. Amongst other things, the solutions described herein can autonomously execute various functions for controlling the aircraft and / or can establish connections with one or more copilot ground base stations (GBSs) that enable ground-based copilots to remotely provide assistance with operating the aircraft. Both onboard pilots and remote pilots can be provided with override controls that enable the pilots to override, cancel, and / or modify actions undertaken by the AI controller.

[Problem] To provide an unmanned aerial vehicle, a method for controlling an unmanned aerial vehicle, a program, a control system, and a control device with which it is possible to detect an unexpected object during flight and perform appropriate emergency control. [Solution] An unmanned aerial vehicle according to one embodiment of the present invention comprises: an imaging device that is provided to the unmanned aerial vehicle and generates a captured image; an object detection unit that detects an object from the captured image; a determination unit that determines whether the object detected by the object detection unit satisfies a predetermined condition; and a flight control unit that, when the determination unit determines that the condition is satisfied, causes the own vehicle body to execute emergency control.

Principles described herein allow for wings to be optimized for aerodynamic and structural efficiency while reducing planform compromises required to address wing tip stall problems. All-moving outboard wings allow the outboard wing local angle of attack to be changed relative to the inner wing region to avoid tip stall at high aircraft angles of attack, such as that which is required for low-speed flight. During high-speed cruise flight, at low aircraft angle of attack, the outboard wing local angle of attack can be increased to achieve an ideal elliptical lift distribution.

A safe, quiet, easy to control, efficient, and compact aircraft configuration is enabled through the combination of multiple vertical lift rotor assemblies, tandem wings, and forward thrust propellers. The vertical lift rotor assemblies, in combination with a front and rear wing, permits a balancing of the center of lift with the center of gravity for both vertical and horizontal flight. This wing and multiple rotor system has the ability to tolerate a relatively large variation of the payload weight for hover, transition, or cruise flight while also providing vertical thrust redundancy. The propulsion system uses multiple lift rotor assemblies and forward thrust propellers of a small enough size to be shielded from potential blade strike and provide increased perceived and real safety to the passengers. Using multiple independent rotor assemblies provides redundancy and the elimination of single point failure modes that can make the vehicle non-operable in flight.

An automated control system for a glider towed by a tug employs a sensor system (e.g., cameras mounted on at least one of the aircraft) to determine the relative position and velocity of the glider. A controller determines corrections to the flight characteristics of the glider in response to this data from the sensor system to maintain the glider on the surface of a limit sphere extending behind the tug with a predetermined radius based on the length of the tow cable. An interface to the flight controls of the glider maintains the desired flight characteristics of the glider provided by the controller.

An aircraft wing is disclosed having a fixed wing with a tip, and a wing tip device rotatably mounted on a hinge at the tip of the fixed wing, such that the wing tip device is rotatable about the hinge, and an actuation system for rotating the wing tip device about the hinge. The actuation system includes a motor, at least one geared rotary actuator, a reduction gearbox, a clutch for selectively decoupling rotation of the motor from rotation of the geared rotary actuator, the geared rotary actuator is driveable by the motor and arranged to convert rotary motion into a different rotary motion and is arranged to rotate the wing tip device relative to the tip of the fixed wing. The clutch is coupled to the geared rotary actuator by a shaft and the shaft is fixed in rotation to a mass disposed radially outwardly from the shaft.

A system and method for implementing one or more real-time flight operations quality assurance (RTS-FOQA) systems and protocols is disclosed. RTS-FOQA systems assist pilots and other personnel in managing hazards and risks to protect the safety of passengers, pilots, flight attendants, crew, as well as people on the ground. The system is configured to capture voice data from the cockpit, recognize words spoken by the pilots, air traffic controllers (ATC), and other personnel; convert the recognized words into text; compare the text derived from the words spoken by the pilots, ATC, and other personnel to a standard operational procedure (SOP) sequence, wherein the sequence comprises a plurality of SOP operational steps; identify at least one of a plurality of flight operations executed by the pilots; compare the plurality of flight operations executed by the pilots with the required SOP operational procedures; identify at least one of the plurality of SOP operational steps not executed or incorrectly executed by the pilots; and alert the pilots if and when the pilots fails to execute or incorrectly execute any of the plurality of SOP operational steps. In addition to alerting the pilots of the deviation(s) from the SOP sequence(s), the system may automatically generate a SOP exceedance report for recording the SOP operational step(s) not executed or incorrectly executed by the pilot(s), as well as automatically execute an emergency response, automatically execute an evasive maneuver, and / or automatically implement an autopilot—E.G., initiate execution of remotely-piloted, semi-autonomous, or autonomous, arrival approach, and landing procedures.

A control device controls a flight of an eVTOL including a rotary wing which is driven by a driving device to generate a rotational lift, a fixed wing which generates a gliding lift, and a lift adjustment mechanism which adjusts the gliding lift. The control device includes a rotary wing control unit which adjusts the rotational lift by controlling driving of the rotary wing, and a fixed wing control unit which adjusts the gliding lift by controlling driving of the lift adjustment mechanism. When an abnormality of the driving device is predicted or detected in a flight time of an electric flight vehicle, the rotary wing control unit and the fixed wing control unit perform lift adjustment control such that the rotary wing control unit reduces the rotational lift and the fixed wing control unit increases the gliding lift.

Examples relate to uncrewed aerial vehicles (UAVs) and methods for controlled descent during control tier failures. A computing device may initially detect a control tier failure at an UAV. In some examples, the UAV includes a fuselage, a pair of wings extending outwardly from the fuselage, and a pair of stabilizers arranged in a V-shape configuration. Each stabilizer has a control surface that is adjustable relative to a fixed portion of the stabilizer. Based on detecting the control tier failure at the UAV, the computing device may adjust the control surface of each stabilizer from a first angle to a second angle relative to the fixed portion of the stabilizer. By adjusting the angle between the control surfaces and fixed portions of one or both stabilizers, the UAV may induce a deep stall maneuver that can enable a controlled descent of the UAV.

The present disclosure is generally directed to a flight control system and method of flight control for an electric aircraft. The system includes a pilot input communicatively connected to an electric aircraft, wherein the pilot input is configured to receive an input datum, and plurality of flight components communicatively connected to the electric aircraft, wherein the plurality of flight components includes a plurality of control surfaces. The system also includes a flight controller, wherein the flight controller is configured to determine a phase of flight, determine a command datum to control a position of the plurality of control surfaces as a function of the input datum, and command, when the phase of flight is determined to be hover, the plurality of control surfaces using the command datum.

To provide a system and a method for mounting and dismounting a device on and from an electric cable by using a flying object.SOLUTION: The system and the method and / or a computer program are for mounting and dismounting a device on and from an electric cable of a distribution network. The mounted device includes a first coupling part disposed to attach the mounted device to a flying object, a second coupling part disposed to attach a cable device to the mounted device, and a navigation part that operates to enable a user to navigate the flying object so as to direct a slot of the cable device toward the electric cable, and / or automatically navigate the flying object to direct the slot of the cable device toward the electric cable, and / or enable the user to navigate the flying object toward the cable device, and / or automatically navigate the flying object toward the cable device.SELECTED DRAWING: Figure 1

A craft comprises a hull, a wing, a hydrofoil, and a control system. The wing is configured to generate upwards aero lift as air flows past the wing to facilitate wing-borne flight of the craft. The hydrofoil is configured to generate upwards hydrofoil lift during a first mode of operation as water flows past the hydrofoil to facilitate hydrofoil-borne movement of the craft through the water. While the craft is hydrofoil-borne, the control system is configured to determine the upwards aero lift generated by the wing. The control system is further configured to control the hydrofoil to generate downwards hydrofoil lift to counteract the upwards aero lift generated by the wing that maintains the hydrofoil at least partially submerged in the water while the determined upwards aero lift is below a threshold lift.

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, a computer-implemented method for command prioritization in an aircraft is disclosed. The method comprises receiving a pilot command, analyzing the pilot command to determine characteristics associated with the pilot command, wherein the characteristics to airspeed and climb of an aircraft, assigning weights to characteristics associated with the pilot command based on constraint data, determining priority of execution between airspeed and climb based on the weights assigned to the characteristics associated with the pilot command, calculating a correction factor to be applied to the characteristics associated with the pilot command based on determined priority and generating at least one actuator command to control the aircraft based on determined priority of execution.