1167results about "Actuated automatically" patented technology

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.

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, wherein the at least one flight condition includes at least a phase of flight, calculate at least one or more loads associated with the aircraft based on the determined at least one flight condition; determine an optimized flight configuration to alleviate loads on one or more components of the aircraft based on the received one or more signals and the calculated loads, generate one or more effector commands based on the optimized flight configuration; and actuate one or more aircraft effectors based on the one or more effector commands.

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.

A system for automated flight correction in an electric aircraft includes an input control configured to generate a control datum, at least a sensor connected to the electric aircraft, wherein the at least a sensor is configured to detect a status datum, and a flight controller communicatively connected to the input control and the at least a sensor, wherein the flight controller is configured to determine a command datum as a function of the control datum and the status datum, wherein determining the command datum comprises comparing the control datum to a limitation set based on the status datum, and calculating a modified control datum based on a flight plan of the electric aircraft through a remote device.

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.

An aircraft wing is provided having a fixed wing with a gulled wing tip rotatably mounted at the tip thereof, the gulled wing tip extending below a wing plane defined by the end of the fixed wing such that the centre of gravity of the gulled wing tip is located below the wing plane. Lowering the centre of gravity of the gulled wing tip has been found to reduce the onset of flutter. The gulled wing tip may be gulled about a hinge axis where it meets the fixed wing, or may be otherwise folded or curved to lower the centre of gravity of the gulled wing tip.

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.

Systems and methods for flight control on an electric aircraft. The system includes a propulsor configured to generate lift to propel an electric aircraft, a pilot input mechanically coupled to the electric aircraft, a sensor communicatively connected to the pilot input, and a flight controller communicatively connected to the sensor. Sensor is configured to detect an input datum from the pilot input and convert the input datum into a command datum for the propulsor as a function of input mapping. Input mapping is determined as a function of the phase of flight.

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 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.

An active winglet 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 a controllable airflow modification device coupled thereto. By virtue of having a controllable airflow modification device, the winglet is capable of adjusting a control surface of the controllable airflow modification device in response to in-flight conditions, to reduce wing loads, increase range, and / or increase efficiency.

To eliminate the need for a driver to manually install and uninstall a wheel stopper.SOLUTION: A wheel stop drone 1 includes: a wheel stop part 2 having a contact surface 2a which is brought into contact with one of wheels 135, 138 of a vehicle 13 to prevent the one of wheels 135, 138 from rolling; a plurality of rotary wings 4 for flying; and a battery 7 for driving the rotary wings 4. The wheel stop drone 1 further includes a flight control unit 6 for controlling the flight, the flight control unit 6 performing control such that the flight is directed to a lower position side 13b1 of the installation position 13b of preventing the wheels 135, 138 of the vehicle 13 from rolling, on the basis of an inclination direction of a road surface R on which the vehicle 13 is parked.SELECTED DRAWING: Figure 3

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 reduction gearbox is positioned between the clutch and the geared rotary actuator along a drive train between the motor and the geared rotary actuator.

Provided is a system in which an uncrewed aircraft performs autonomous flight so as to follow the outer wall of a structure such as a tunnel.　This self-position estimation system includes: a vertical-section measurement data acquisition unit 138 that acquires vertical-section measurement data measured using a vertical-section measurement device when flying along the outer wall surface of a structure extending along a prescribed route in the lateral direction; and a vertical-section interior position estimation unit 132 that matches a circle corresponding to an outer wall surface of the tunnel to the acquired vertical-section measurement data, and estimates the vertical-section interior position of the uncrewed aircraft within the vertical section on the basis of the self position in relation to the matched circle.

An aerial vehicle system includes one or more actuators; a processor; and a non-transitory, computer-readable storage medium communicatively coupled to the processor. The processor is configured to: receive one or more predetermined state values, wherein the one or more predetermined state values include one or more user values associated with aerial instability including turbulence, motion sickness, or any combination thereof; receive one or more sensing parameters; compare the one or more predetermined state values with the one or more sensing parameters; generate, based on the comparison, one or more signals to stabilize an aerial vehicle; transmit the one or more signals to the one or more actuators; and control, in response to the one or more signals, stabilization of the aerial vehicle by the one or more actuators.

An aircraft position control system includes a processor configured to calculate a feedback manipulated variable of an aircraft by feedback control so that the aircraft heads toward a target landing point, based on at least a relative position and a relative velocity. The processor is further configured to set an addition value, by referring to a switching line preliminarily provided in a manner passing through an origin of a coordinate plane having orthogonal axes representing the relative position and the relative velocity and separating an acceleration region in which the relative velocity is to be increased and a deceleration region in which the relative velocity is to be decreased. The addition value tends to increase the relative velocity when a coordinate point of a current relative position and a current relative velocity is located in the acceleration region to calculate a manipulated variable of the aircraft.

To eliminate the need for a driver to manually install and uninstall a wheel stopper.SOLUTION: A wheel stop drone 1 includes: a wheel stop part 2 having a contact surface 2a which is brought into contact with one of wheels 135 of a vehicle 13 to prevent the one of wheels 135, 138 from rolling; a plurality of rotary wings 4 for flying; and a battery 7 for driving the rotary wings 4. The wheel stop drone 1 further includes a flight control unit 6 for controlling the flight, the flight control unit 6 controlling the wheel stop drone 1 to fly to an installation position 13b of the one of the wheels 135, 138, which cannot turn with respect to the vehicle 13.SELECTED DRAWING: Figure 4

Aspects of this present disclosure relate to systems and methods for dynamically moving graphical elements of a user interface of a flight control system. In one embodiment, a method is disclosed comprising: determining aircraft authority limits based on at least one state signal indicating an aircraft state, wherein the aircraft authority limits indicate an extent to which one or more control signals can command the aircraft; determining one or more proximities between the aircraft state and the determined aircraft authority limits; and automatically moving the graphical elements of the user interface to one or more positions on the user interface based on the determined one or more proximities.

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.